TF 420 
.R2 




Class L_^_4_£4_ 

Book )\\ "c. 

GopyrightN^ - 

COPYRIGHT DEPOSIT. 



LIBRARY of CONGRESS 
Two Copies Received 

r.iAY 10 i9or 

Copyneht Entry 

CUS^O- XXC, NO. 

COPY B. 



1907 

air Brake Catecbism 




And Instruction Book on the 
Construction and Operation 
of the Westinghouse and New 
York Air Brakes with a List 
of Examination Questions 
and Answers for Enginemen 
and Trainmen 












/ 


V. C. RAN DOLPH, 

\]R BRAKE INSTRUCTOR, ERIE RAILROAD. 




Coypright, 1907, by V. C. Randolph. 






INTRODUCTION. 



In preparing this catechism of the 
Westinghouse and New York Air Brake 
the writer has endeavored to cover as 
many important points as possi'ole and 
keep the book within a limited size. As 
the subject of air brakes in all its details 
at the present time, wljen so many new 
features have .been ^dded, is a large one, 
it can not be treated as comprehensively 
as has been done in some other and larger 
publications. The idea is to furnish the 
necessary information in as condensed a 
form as possible so it may always be at 
■hand when desired. Do not understand 
that the examination questions are the 
exact ones that will be asked. Most of 
them may be ; some of them may not, 
while other questions, to find out the rea- 
son why, may come up. In studying over 
the questions and answers, many others 
may suggest themselves to you, and if, by 
so doitig, you keep interested on the sub- 
ject, it will do all the good expected of it. 
V. C. RANDOLPH, 
Air Brake Instructor, Brie Railroad. 



For Enginemen. 



Q. What are the essential parts of the auto- 
matic air brake ? 

A. The Air Pump, Main Reservoir, Engi- 
neer's Brake Valve, Brake Pipe, Triple Valves, 
Auxiliary Reservoirs, Brake Cylinders, Pump 
Governor, Air Gauge, Retaining Valves, Angle 
and Cut-Out Cocks. 

Q. How should the pump be started? (b) and 
lubricated ? 

A. Slowly, with waste cocks open, to allow 
water to escape from steam cylinder, and to 
accumulate sufficient pressure in main reser- 
voir to form a cushion for the pistons. (b) 
The lubricator should feed about 20 drops of 
oil rapidly to the steam cylinder after waste 
cocks are closed, then Kiut down to about one 
drop per minute on an average. Oil swab on 
piston rod and on up stroke of piston, blow air 
cylinder oil cup out, close, fill with valve oil, and 
open on down stroke. With the New^ York 
pump, fill oil cups on top of air cylinders. Nev- 
er oil through air inlets, and always use valve 
oil. 

Q. How fast should the pump be run ordi- 
narily ? 

A. No faster than necessary to maintain the 
proper pressure. If pump can have two min- 
utes to do the work, don't crowd it into one. 



;^ 



A^J'-. 



'3 



FOR ENGINEMEN. 



Q. (a) In case the pump stops, what would 
you do to start it ? (b) If it started, to what 
would you attribute the cause of stopping ? (c) 
Vv'hat would you do ? 

A. (a) Close the starting valve, wait a mo- 
ment for the steam in pump to condense, and 
then turn it on suddenly, also jar around steam 
head of pump with a block of wood, (b) If 
it started, would consider it stopped for the 
want of oil. (c) Would increase the supply of 
oil to steam cylinder at once. 

Q. (a) In case pump stops, will the brakes 
apply in all cases ? (b) What is tne only way 
to keep informed as to whether the pump is 
working ? 

A. (a) No. (b) By watching the air gauge. 

Q. How could you detect whether the pump 
or the governor was to blame for the stoppage ? 

A. ]t can be tested by opening the drain 
cock in the live steam passage. If pump is get- 
ting sufficient steam, would consider governor 
all right. If no steam reached the pump, would 
know governor was at fault, provided it was 
turned on at the boiler. 

Q. How would you start a stuck governor ? 

A. Would tap it lightly on the bottom to 
open the steam valve. 

Q. (a) What causes pump to run hot ? (b) 
y\^hat should be done with a hot pump ? 

A. (a) Continuous high «?peed, working 
against too high a pressure, worn packing rings 



FOR ENGINEMEN. 



in air cylinder, stuck or broken air valves, too 
little lift of air valves, air passages or discharge 
pipe partly stopped up, piston rod packing too 
tight, (b) Would ease up on the speed, if pos- 
sible, and, after cooling a little, oil the air cyl- 
inder and swab on the piston rod with valve oil. 

Q. (a) If a pump makes a quick stroke one 
way and a slow one the other, where is the 
trouble likely to be ? (b) How could it be lo- 
cated quickly which end is causing the trouble ? 

A. (a) In the air valves, (b) The defective 
end usually has no suction. 

Q. How would you test the air valves in a 
9 ^ inch pump ? 

A. Would test the aischarge valves first by 
pumping up full pressure, then stop the pump, 
open the oil cup and take plug out of lower 
head. A defective valve or seat will cause a 
steady blow at the defective end. To test the 
receiving valves, hold the hand at air inlet. If 
valve was stuck shut, no air would be taken in 
as piston moved away from it. If stuck open, air 
would be blown out as piston, moved towards 
it, although some of it will go in with incoming 
air to the other end of cylinder. The piston 
will always move quicker towards a defective 
receiving valve and slower towards a defective 
discharge calve. 

Q. How would you test for worn packing 
rings in air cylinder ? 

A. Run pump slowly against full presure, 
open oil cup and hold finger over it. If air 
blows out on down stroke, the rings leak, pro- 
vided there was no blow when the pump was at 
rest. 



FOR ENGINEMEN. 



Q. (a) Would worn packing rings cause an 
unequal stroke ? (b) Why not ? 

A. (a) No. (b) Because the air would 
blow by as much on one stroke as the other. 

Q. (a) From the pump, where does the air 
go first ? (b) What are the sizes of the main 
reservoirs ? (c) Why does a freight engine re- 
quire a larger one than a passenger engiiie ? 

A. (a) Through the discharge plyt; to the 
main reservoir. (b) From twenty to seventy 
thousand cubic inches, (c) Because there is a 
longer brake pipe and more auxiliary reservoirs 
to charge. 

Q. (a) What is the name of pipe between 
pump and main reservoir ? (b) What is the 
pipe called between the two main reservoirs ? 
(c) What is the name of the pipe leading from 
main reservoir to brake valve ? 

A. (a) Discharge pipe. (b) The equalizing 
pipe, (c) The supply pipe. 

Q. Where does the main reservoir pressure 
start and end ? 

A. It starts at the discharge valves in pump 
and ends at engineer's brake valve". 

Q. What main reservoir pressure is usually 
carried ? 

A. From 90 to 130 pounds, according to 
what service engine is in. 

Q. If the main reservoir was smaii, which 
will it eSlect the most, setting or releasing the 
brakes ? 



FOR ENGINEMEN. 



A. Releasing the brakes. 

Q. How often should the main reservoir be 
drained ? 

A. At the beginning and end of each trip, or 
at least daily, especially in cold weather. 

Q. How would you test for a main reservoir 
leak ? 

A. Would pump up full pressure, lap the 
brake valve, stop the pump and watch the red 
hand of air gauge. 

Q. What other equipment is operated by main 
reservoir pressure ? 

A. The air signalling system, the straight air 
brake, bell ringers, sanders, cylinder cocks, ash 
pan slides, etc. 

Q. What valve does the main reservoir press- 
ure pass through to get into the brake pipe ? 

A. The engineer's brake va^ve. 

Q. (a) What is the standard brake pipe 
pressure ? (b) Where does it start and end ? 

A. (a) Seventy pounds, (b) It starts at the 
brake valve and ends at the last angle cock, and 
the plain side of every triple valve piston, that 
is cut in. 

Q. (a) Where does the auxiliary reservoir 
pressure begin ? (b) What is the standard 
auxiliary reservoir pressure ? 

A. (a) On the slide valve side of the triple 
valve piston, (b) Seventy pounds. 



FOR ENGINEMEN. 



Q. (a) What is the brake pipe connected to 
under a car or engine ? (b) What else is the 
triple valve connected to ? 

A. (a) The triple valve, (b) The auxiliary- 
reservoir, brake cylinder and pressure retaining 
valve. 

Q. (a) Where is the pressure stored that ap- 
plies the automatic brake ? (b) Where does it 
draw its air from, direct ? 

A. (a) In the auxiliary reservoirs, (b) The 
brake pipe. 

Q. (a) How long does it take to charge an 
auxiliary reservoir from zero to 70 pounds ? 
(b) How long from 50 to 70 pounds ? 

A. (a) About 70 seconds. (b) About 3 5 
seconds. 

Q. (a) What is the difference between main 
reservoir and brake pipe pressure called ? (b) 
Where is it stored ? (c) Does it increase as 
we apply the brake ? 

A. (a) Excess pressure. (b) In the main 
reservoir, (c) Yes, it does. 

Q. (a) When using a Westinghouse brake 
valve, what pressure operates the pump gover- 
nor ? (b) What controls the brake pipe press- 
ure ? 

A. (a) Main reservoir pressure. (b) The 
feed valve attachment. 

Q. With the B or " B-1 " or the older style 
New York Brake Valve, what governs the brake 
pipe pressure ? 



FOR ENGINEMEN. 



A. The pump governor. 

Q. What regulates the main reservoir press- 
ure with brake valve in running position ? 

A. The excess pressure valve and spring. 

Q. What controls the main reservoir pressure 
while brakes are applied ? 

A. The other regulating top of the pump gov- 
ernor. 

Q. With the " B" 2, or new Style New York 
Brake Valve, what governs the brake pipe press- 
ure ? 

A. The Duplex pressure controller. 

Q. What regulates the main reservoir press- 
ure ? 

A. The pump governor. 

Q. Some engines are equipped with three 
governor tops. What is the third one for ? 

A. With the triplex governor two tops are 
connected to the brake pipe pressure. One is 
adjusted for 70 pounds pressure ; the other is 
set for a higher brake pipe pressure. The third 
top is connected to the main reservoir and set 
for the desired pressure. There is a cut out 
cock in the pipe leading to the low pressure 
brake pipe governor, which can be closed when 
necessary to carry a higher brake pipe pressure. 
As there is but one main reservoir top, it must 
be readjusted when necessary to change the 
main reservoir pressure. 

Q. How should the New York Pump governor 
be adjusted when using two tops ? 



10 FOR ENGINEMEN. 

A. The pump should be started with the 
brake valve on lap and adjust the main reser- 
voir top first. Then stop the pump and reduce 
main reservoir pressure to about 60 pounds ; 
place the brake valve in release position, start 
the pump and adjust the brake pipe governor. 

Q. How adjusted when using three tops ? 

A. Adjust the main reservoir top first, with 
the brake valve in lap position. Stop the pump 
and reduce main reservoir pressure to about 
60 pounds. Place the brake valve in release 
position and start the pump and adjust the low 
pressure brake pipe top. Then close the cut 
out cock in the pipe leading to it, and adjust 
the higher brake pipe top. 

Q. If pump should stop with less than stand- 
ard pressure, how could you tell if pump or 
governor was at fault and what would you do ? 

A. Would see if pump was getting steam. If 
not, governor is at fault. If screwing down a 
turn or two on adjusting nut does not allow 
pump to start, would take the regulating part 
off and clean the pin valve of a Westinghouse 
or the diaphragm of a New York. There should 
be no blow of air at the vent port until the gov- 
ernor stops the pump at the desired pressure, 
and if there was a blow, it always indicates 
that the governor has shut off the steam supply 
to the pump. Where there is more than one 
top, the one that is blowing does not always in- 
dicate the one that is operating, as one vent 
port serves for all tops, therefore examine each 
one until the trouble is located. 

Q. (a) How^ many positions has the engi- 
neer's automatic brake valve ? (b) In what 
position should it be carried with brakes off ? 



FOR ENGINEMEN. 11 



A (a) Five, (b) Running position. 

Q. (a) How long should it be left in full re- 
lease position when releasing brakes on an or- 
dinary passenger train, either a Westinghouse 
or a New York Brake Valve ? (b) How long 
on a freight train ? 

Ai, (a) About four seconds. (b) With a 
Westinghouse valve until the gauge hands had 
settled back together. When they start up, re- 
turn valve handle to running position. With a 
New York valve, until just before the pump 
stops. 

Q. What will be the effect if either valve is 
left in release position too long on a passenger 
train before coming to running position with a 
brake pipe not perfectly tight ? 

A. The brake pipe will be overcharged with 
either a Westinghouse or New York B-1 " old 
style" valve, and brakes will apply. 

Q. (a) What effect on a long freight train 
with a Westinghouse valve ? (b) What effect 
on a long freight train with a New York valve ? 

A. (a) The freight train would, ini time, over- 
charge, (b) No effect except failure to pump 
up the excess pressure as the governor would 
stop the pump at 70 pounds brake pipe pressure. 

Q. Why would we overcharge the short train 
and not the long one with the New York Brake 
valve ? 

A. If, when releasing brakes, the main reser- 
voir and brake pipe pressure equalize above 70 
pounds, due to the short brake pipe, it is over- 
charged, while with a long brake pipe the press- 



12 FOR ENGINEMEN. 



ure equalizes below 70 pounds, due to the larger 
space to fill, and the pump governor will stop 
the pump when the standard brake pipe press- 
ure is pumped up. Therefore, it is a question 
of raising the brake pipe pressure above 70 
pounds on a short train with what pressure 
there was already in the main reservoir. 

Q. (a) What would you do in case you did 
overcharge with train standing ? (b) What 
would you do with the train running ? 

A. (a) Would make an application of the 
brakes and draw the pressure down below 70 
pounds, then release and return handle to run- 
ning position before getting 70 pounds, (b) J 
would make an application, if possible, without 
stalling. If not, place handle in release position 
until such time as you can make an application 
and work the pressure down. "In stopping with 
the high pressure, care should be taken not to 
apply brakes hard, as wheels may be slid, due 
to the high pressure. 

Q. How long should the brake valve be left 
in release position with a lone engine ? 

A. Only an instant. Return it to running po- 
sition before taking the hand off the handle. 

Q. (a) After brakes are properly released, 
should handle again be placed in release posi- 
tion on a passenger train ? (b) What if a long 
•freight train ? 

A. (a) No. (b) When returning handle to 
running position, after waiting a moment, again 
place handle in release position for a second or 
two and then return to running position and 
leave it there until you have occasion to again 
apply the brakes. 



FOR ENGINEMEN. 13 

Q. With the Westlnghouse Brake Valve in 
running position, if black hand of gauge regis- 
ters more or less than 70 pounds, what needs 
regulating ? 

A. The feed valve attachment. 

Q. If red hand does not indicate the proper 
excess pressure, how do you proceed to get it 
with a Westlnghouse Brake Valve ? 

A. By adjusting the pump governor. 

Q. (a) If pump was working, but did not 
Eeem to hold the pressure up and the brakes 
commenced to drag, etc., what would you do ? 
(b) What v/ould you look for in very cold wea- 
ther ? 

A. (a) Would lap the brake valve. If red 
hand of gauge goes up, the leak is in the brake 
pipe. If it does not, examine the piping be- 
tween pump, main reservoir and brake valve, 
also see if air is not turned on some of the other 
appliances operated by air. (b) The air strain- 
er on pump frosted over. 

Q In making a terminal test of train how 
could you test the aniount of leakage in the 
brake pipe ? 

A. By making an application of the brake, 
which will close communication between the 
brake pipe and the auxiliary reservoirs, and 
noting the fall of the black hand on the gauge 
per minute. 

Q. How do you test for a leak in the signal 
line on the engine ? 

A. By closing the cut out cock in. or next to 



14 FOR ENGINEMEN. 



the reducing valve. A leak will cause the 
whistle to blow. 

Q. (a) How many steam valves in a 9 i/^ inch 
pump ? (b) What comprises the valve motion 
of the New York pump ? 

A. (a) Three, (b) Two plain D slide valves; 
two reversing rods and two reversing plates. 

Q. What are the dimensions of the cylinders 
of a New York No. 5 air pump ? 

A. The two steam cylinders are 8x12 inches. 
The high pressure air cylinder is also 8x12 
inches. The low pressure air cylinder is 12x12 
inches. 

Q. Is this a compound pump in both the 
steam and air end, or in the air end only ? 

A. In the air end only. 

Q. Describe the operation of the air end of 
the pump ? 

A. The large cylinder compresses the air into 
the small cylinder and the small one compresses 
it into the main reservoir. 

Q. What is gained by compounding the air 
end ? 

A. It produces three cylinders of air by using 
two cylinders of steam. 

Q. Describe the operation of the steam end 
of the pump ? 

A. The piston in each steam cylinder operates 
the reversing rod, that moves the slide valve 



FOR ENGINEMEN. 15 



for admitting and exhausting steam to and from 
the other cylinder. 

Q. How is this accomplished ? 

A. By locating the slide valve for the right 
steam cylinder in the valve chamber under the 
left cylinder, and the slide valve for the left 
steam cylinder in the valve chamber under the 
right cylinder, and by crossing tne steam ports 
leading to each end of each cylinder. 

Q. Do both pistons move at the same time ? 

A. No. After one piston makes a stroke, it 
must wait until the other one completes its 
stroke before steam can be admitted to the 
other cylinder. 

Q. What defect in the steam end will stop a 
New York Pump ? 

A. A broken reversing rod or a reversing 
plate loose on the piston. 

Q. If, when admitting steam to a New York 
Pump, the low pressure piston moves up and 
stops at the upper end of the cylinder and the 
high pressure piston fails to move, where should 
the trouble be looked for ? 

A. In the steam cylinder of the low pressure 
side. The reversing rod is probably broken, or 
the reversing plate is loose on the piston. 

Q. What would be the effect if the reversing 
rod was broken, or the reversing plate loose on 
the high pressure side ? 

A. Both pistons would make the up-stroke 
and remain there. 



16 FOR ENGIXEMEN. 

Q. (a) Which air cylinder of a New York 
Pump requires the most oil ? (b) Why ? 

A. (a) The smaller, or high pressure one. 
(b) On account of the higher pressure and 
temperature which that piston works against. 

Q. What is the cause of the pump not ex- 
hausting square, or working lame ? 

A. A stuck or broken air valve, or if they 
have not the proper lift. 

Q. How would you locate a defective air 
valve in a New York Pump ? 

A. The piston will move quickly toward a 
leaky or broken receiving valve, and away from 
a broken or a leaky discharge valve. If in doubt 
as to which valve is causing the trouble, report 
them all examined. 

Q. (a) How many air valves has a Westing- 
house pump ? (b) What is their lift ? (c) 
How many air valves in a New York Pump ? 
: (d) What lift ? 

A. (a) Four. (b) 3-32's. (c) Eight. (d) 
3-16's. ' 

Q. (a) Does a Westinghouse Brake Valve 
handle have to be left in service position any 
longer to make a five pound reduction on a long 
train than it would on a short one ? (b) What 
if using a New York Brake Valve ? 

A. (a) It does not. (b) With the New York 
Brake Valve, as we draw the air direct from the 
train pipe, it would have to be left in service 
position corresponding to the length of the train* 



FOR ENGINEMEN. 17 



Q. How could you test,by means of the brake 
valve, whether the air gauge is correct ? 

A. With the brake valve in the release posi- 
tion the main reservoir and brake pipe pressures 
are directly connected. If both gauge hands 
do not indicate the same, one or both hands are 
out. With the New York " B " 2, or new style 
brake valve, test before getting 70 pounds. 

Q. How could you test the signal line press- 
ure ? 

A. Would pump up the pressure, stop the 
pump and open the drain cock on the main res- 
ervoir ; then watch the red hand of gauge. 
When whistle blows, the red hand indicates a 
little less pressure than the signal line is carry- 
ing, as the signal line pressure is then flowing 
back into the reservoir, thus causing a reduc- 
tion of signal line pressure. 

Q. (a) In case the train broke in two, or a 
hose burst, what would you do ? (b) If a 
burst hose, how could you help the trainmen to 
locate it ? 

A. (a) Close the throttle and lap the brake 
valve as soon as discovered. (b) By placing 
brake vahe in running position after train 
stops. 

Q. (a) What is the little reservoir used for 
that is connected to the Westinghouse Brake 
Valve ? (b) What would you do if it got bro- 
ken off ? (c) What is the purpose of the little 
reservoir in the roof of cab connected to the 
New York Brake Valve ? (d) What pressure 
charges it ? 

A. (a) To increase the volume of air over 



FOR ENGINEMEN. 



the equalizing piston so that the reduction in 
making a service application can be made suffi- 
ciently gradual, (b) Would plug the pipe and 
the angle fitting in brake valve, and then brake 
carefully in the emergency position. (c) It 
holds the air that automatically laps the brake 
valve in making a service application. (d) 
Brake pipe pressure. 

Q. With a New York Brake Valve, if the pipe 
leading to the little reservoir got broken off, 
what would you do ? How would you operate 
the brake valve ? 

A. Would plug the pipe and use valve in ser- 
vice position as before, and lap it by hand when 
gauge shows necessary reduction. 

Q. What would be the effect if they or their 
connections leak with either brake valve ? 

A. The brake would apply harder than in- 
tended in making a service application. 

Q. If, with the Westinghouse Brake Valve in 
release or running position, you got a discharge 
of air at the angle fitting and the brakes ap- 
, plied, would you look for a leak on the engine 
or have trainmen look for it on the train ? 

A. I would look for leak in equalizing reser- 
voir, the connections to it and in pipe to black 
hand of air gauge, as the pressure is reducing 
above the equalizing piston, thus causing the 
train line exhaust valve to open. 

Q. What is the duty of the triple valve ? 

A. To charge the auxiliary reservoir, apply 
and release the brake. 



FOR ENGINEMEN. 19 



Q. What are the primary parts of a triple 
valve ? 

A. A piston and slide valve- 

Q. (a) What is the duty of the slide valve ? 
(b) The triple piston ? 

A. (a) To open ana close the exhaust port 
leading from the brake cylinder to the atmos- 
phere and in conjunction with the graduating 
valve to open the port leading from the auxili- 
ary reservoir to the brake cylinder. (b) To 
open and ciose the feed port between the brake 
pipe and auxiliary reservoir and to move the 
slide and graduating valves. 

Q. (a) What pressure always moves the 
triple valve in a position to apply the brakes ? 
(b) What pressure moves the triple valve to 
release the brakes ? 

A. (a) The auxiliary reservoir pressure, (b) 
The brake pipe pressure. 

Q. How is the auxiliary pressure made great- 
er than the brake pipe pressure ? 

A. By reducing the brake pipe pressure. 

Q. (a) If you reduce the brake pipe pressure 
five pounds, how much pressure will leave the 
auxiliary and go into the brake cylinder ? (b) 
If you reduce ten pounds ? (c) 20 pounds ? 
(d) 3 pounds. (e) Why did no more press- 
ure leave the auxiliary after the 20 pound re- 
duction ? 

A. (a) Five pounds, (b) Ten pounds, (c) 
20 pounds. (d) 20 pounds. (e) Because 
about a 20 pound reduction will equalize the 



20 FOR ENGINEMEN. 



pressure between the brake cylinder and the I 
auxiliary reservoir. ' 

Q. (a) How much pressure have you now in 
the auxiliary, brake cylinder and brake pipe ? 
,b) Would a further reduction set the brake 
any harder ? 

A. (a) 50 pounds. (b) Not if the piston 
travel was proper, but on account of long travel 
it is sometimes well to make a 25 pounds re- 
duction. 

Q. What must be done to release the brake *? 

A. Allow the main reservoir pressure to flow 
into the brake pipe and raise the pressure 
above that remaining in the auxiliary reservoir. 

Q. (a) How many ports in the triple valve 
are open when in release position, ? (b) Is it 
possible to recharge the auxiliary without en- j 
tirely releasing the brakes ? 

A. (a) Two. (b) Yes, if brake has a re- 
taining valve. 

Q. (a) Vv'hat effect would leaks in the brake 
pipe have when brakes are off ? (b) What ef- 
fect would they have with brakes applied ? 
(c) What would be the effect of leaks in the 
auxiliary reservoir or connection with brakes 
off ? (d) With brakes applied ? 

A. (a) It would make the pump work unnec- 
essarily, (b) Apply them harder than intend- 
ed, (c) Sam.e as leaks in brake pipe. (d) 
Cause them to release. 

Q. What effect has a leaky graduating valve ? m 



FOR ENGINEMEN. 21 



A. It will generally release a partly applied 
brake, no effect on a full set one. 

Q. What pressure should you have before 
testing brakes ? 

A. Full pressure, if time will permit. At no 
time should this test be made with much less 
than full pressure. With the high speed brake 
full pressure must be had. 

Q. NaTie the different positions of the brake 
valve ? 

A. Full release, running, lap, service, and 
emergency. 

Q. (a) Does air ever blow out of the brake 
pipe exhaust when releasing brakes with the 
Westinghouse Brake Valve? (b) Why? (c) 
Do you hear it with over four cars ? 

A. (a) Yes, with a lone engine or a very 
short train, (b) because the brake pipe under 
the equalizing piston charges faster than the 
chamber above, thus raising and opening the 
brake pipe exhaust valve, (c) No, if so, would 
know there was an obstruction in brake pipe, 
or an angle cock closed less than four cars back* 

Q. (a) When applying brakes, can you tell 
about how many cars of air are coupled up ? 
(b) How ? 

A. (a) Yes. (b) By making a certain num- 
ber of pounds reduction each time and noting 
the length of the brake pipe exhaust. 

Q. In. applying brakes, if the exhaust at brake 
valve was weak, what does it denote ? 



22 FOR ENGINEMEN. 

A. An obstruction, usually ice in the brake 
pipe, or an angle cock nearly closed. 

Q. (a) In double heading, which engineer 
should control the brakes ? (b) What should 
the other engineers do ? (c) Could you tell 
from your cab if they were cut out or not ? 

A. (a) The leading, or head man. (b) Cut 
out their brake valves by closing the cock in the 
brake pipe under the brake valve and place 
brake valve handle in emergency position. If a 
New York B-2 or new style valve, also cut out 
straight air by closing cock in straight air pipe 
leading from the brake valve before placing 
brake valve in emergency position. (c) Yes, 
there would be a continuous exhaust at my 
brake valve when applying brakes. 

Q. What effect would it have if they were not 
cut out when you attempted to apply the 
brakes ? 

A. The other engine would release the brakes 
as fast as the head man applied them. 

Q. (a) What is a running test ? (b) How 
made ? (c) Should frequent use be made of 
this test ? 

A. (a) A test of brakes while running, (b) 
By applying the brakes without closing the 
throttle to see whether and how well the brakes 
take hold, (c) Yes, after leaving the terminal 
station or where engines have been changed, 
and at least one mile before reaching railroad 
crossings, draw bridges, etc., and before going 
down heavy grades. 

Q. (a) In making the second application with 
a passenger train, how would you handle 



FOR EXGINEMEN. 23 

the brake valve so the brakes will respond to 
the first reduction of the second application ? 
(b) Why ? 

A. (a) After releasing brakes, would place 
brake valve in lap position. (b) To prevent 
charging the brake pipe above the auxiliary 
reservoir pressure. 

Q. (a) V/here does all the air come from 
that goes to the brake cylinder in a service ap- 
plication with either Westinghouse or New 
York triple valves ? (b) Where does it come 
from in an emergency application with Westing- 
house triples ? (c) Where from with New York 
triples ? 

A. (a) The auxiliary reservoir. (b) Auxil- 
iary reservoir and brake pipe. (c) The auxil- 
iary reservoir. 

Q. (a) Can you get quick action after a par- 
tial service application with Westinghouse trip- 
le valves ? (b) With New York triple valves ? 

A. (a) It depends on the amount of reduc- 
tion already made in service and the length oi 
piston travel. In no case can we get full emer- 
gency after making a service reduction. (b) 
No. After making a service reduction, quick 
action can not take place during the application* 

Q. Why is it dangerous to apply and release 
the brakes repeatedly in making a station stop ? 

A. Because each application decreases the 
auxiliary reservoir pressure and repeated appli- 
cations, without recharging, will reduce the 
pressure so low you will have nothing left to 
stop with. 



24 FOR ENGINEMEN. 

Q. (a) What are leakage grooves ? (b) Do 
you have to allow for them in setting the 
brakes ? 

A. (a) They are small grooves three inches 
long,cut in the top or side of the brake cylinder 
at the pressure end. (b) Yes. 

Q. (a) As a rule, how great a brake pipe re- 
duction is necessary to push pistons beyond 
these grooves ? (b) Does a long train require 
more than a short one ? 

A. (a) Prom five to eight pounds, (b) Yes. 

Q, (a) How do all the angle and cut out 
cock handles stand both in the air brake pnd 
signalling system when open ? (b) When 
closed ? 

A. (a) They are all open when handle is 
crosswise of the pipe, except the angle cock, 
which is parallel with the pipe. (b) When 
closed all are parallel with the pipe, except the 
angle cock, which is crosswise. If handle is 
missing, look at crease in the plug. It is al- 
ways in line with opening through the cock. 

Q. (a) How do you cut out the brake on an 
engine, tender, cars ? 

A. By turning the handle of cut out cock 
straight with the pipe; the auxiliary reservoir 
should then be bled of all air. 

Q. When you cut off from a double header 
where you have been operating the brake, what 
is your last duty ? 

A. To apply the brakes. This will insure the 
other man cutting in his brake valve. 



FOR ENGINEMEN. 25 

Q. When do you consider the most important 
time to look at your air gauge ? 

A. After releasing the brakes, to see if the 
system is recharged again promptly. 

Q. How do you handle the brake valve in 
coupling onto an uncharged train ? 

A. The brake should be applied and released 
a couple of times before coupling on the train, 
to reduce the auxiliary reservoir pressure, and 
leave brake valve on lap until coupled on, then 
put in full release position for a moment, and 
then return to running position. 

Q. (a) In; testing brakes, could you tell by 
means of the brake valve, if they went into the 
emergency ? (b) How ? 

A. (a) Yes. (b) By the sudden closing of 
the brake pipe exhaust. 

Q, Should any attention be given the brake 
pipe exhaust when applying brakes ? 

A. Yes, so as to detect any change in length 
of brake pipe that is cut in. 

Q. (a) Should brakes by leaked on by plac- 
ing valve on lap ? (b) Why ? 

A. (a) No. (b) The brakes will not apply 
uniformly throughout the train and if they ap- 
ply from the rear end first, it may cause the 
train to part. 

Q. (a) Do you know where the emergency 
valve is located on the Wooten type boilers ? 
(b) What is it for ? 

A. (a) Yes. (b) To apply the brakes in 



26 FOR ENGINEMEN. 



case of an emergency that the engineer was ig- 
norant of. 

Q. Which cars hold the most when the air 
brake is applied, loads or empties ? 

A. Empties. 

Q. (a) With unequal piston travel, which 
brakes release first, long or short travel, after 
making a ten pound reduction ? (b) Which 
after a 25 pound reduction ? (c) Why ? 

A. (a) They should all release practically 
together. (b) The long travel brakes will re- « 
lease first, (c) Referring to the table on piston i 
travel, we see that a 13 pound reduction set the ^ 
4 inch travel brake in full and it equalized at 
57 pounds, but the 10 inch travel brake contin- 
ued to apply harder until a 25 pound reduction 
of brake pipe pressure had been made. With 
them both fully applied there is 57 pounds press- 
ure in the auxiliary and cylinder of the 4 
inch travel brake and 47 pounds pressure in the 
10 inch travel brake. To release the brakes, brake 
pipe pressure must be higher than the auxil- 
iary reservoir pressure to force the triple 
pistons to release position and as there is 10 
pounds less pressure in the long piston travel 
brake to overcome, it will release with 10 
pounds less brake pipe pressure than the short 
travel brake. 

Q. Can you overcharge a train v/ith a New | 
York B-1 or old style brake valve ? 

A. We can overcharge a short train, but not 
a long freight train, unless, after getting excess 
pressure and again placing brake valve in re- 
lease position. If brake pipe pressure is raised 
above 70 pounds it is overcharged. 





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28 FOR ENGINEMEN. 

Q. (a) What is a retaining valve ? (b) 
What is its duty ? (c) With the handle turned 
up, how long does it take to exhaust cylinder 
pressure from 50 to 15 pounds ? 

A. (a) A valve connected to the exhaust 
port of the triple valve. (b) With its handle 
turned up, to restrict the exhaust from brake 
cylinder to a 1-1 6th inch opening, then close 
and retain the last 15 pounds of brake cylinder 
pressure, in order to keep the brakes partly ap- 
plied while the auxiliary reservoirs are re- 
charging on descending grades. (c) From 20 
to 40 seconds, according to the length of the 
piston travel. 

Q. If a 20 pound reduction sets the brake in 
full without the use of the retaining valve, how 
much of a reduction is necessary to fully apply 
the brake with the valve holding 15 pounds ? 

A. About 15 pounds. 

For further gains due to the use of retainers 
see table below. 

Table. 

(1) (2) (3) (4) (5) (6) (7) 

frS ™- ^^m'^e?'^^^-'' '"^edur-Full Full Serv. 
travel gency witn ±iet. j^^duc. with het. Service with Ret. 

Inches Lbs. Lbs. Lbs. Lbs. Lbs, Lbs. 

4 62 65 23 59 57 61 

5 61 63 19 55 55 59 

6 59 63 13 51 53 58 

7 58 62 11 43 52 57 

8 57 62 10 38 50 56 

9 56 61 8 35 48 55 

10 55 61 — 32 46 54 

11 55 60 — 30 45 53 
The above figures were obtained by taking an 

Average of several tests for each condition. 



FOR ENGINEMEN. 29 

Each test was made with the Westinghouse 
equipment with a brake pipe and auxiliary 
pressure of seventy pounds. 

The first column represents the piston travel. 

The second column represents the brake-cyl- 
inder pressure obtained in emergency. 

The third column represents the brake-cylin- 
der pressure obtained in emergency after the 
retainer has been used ; that is, there was al- 
ready a pressure of fifteen pounds in the brake 
cylinder held by the retainer when the emer- 
gency was used. 

The fourth column represents the brake-cyl- 
inder pressure obtained with a five-pound ser- 
vice reduction. 

The fifth column represents the brake-cylin- 
der pressure with a five-pound service reduction 
after once obtaining the use of the air held in 
the cylinder by the use of the retainer. 

The sixth column represents the brake-cylin- 
der pressure obtained with a full service re- 
duction. 

The seventh column represents the brake- 
cylinder pressure obtained with a full service 
reduction after getting the use of the retainer. 

— ' simply means that the gauge used regis- 
tered no pressure less than five pounds. With 
a 11-inch travel the air is expanded into so 
large a space that a very low pressure is ob- 
tained. 

The table should be read from left to right. 

Q. (a) What position should brake valve be 
placed in to recharge on a grade ? (b) Will 
the pump work any faster ? (c) Why ? 

A. (a) Full release. (b) Yes. (c) Because 
it will have less main reservoir pressure to 
work against. 



30 FOR ENGINEMEN. 



Q. (a) Do you consider it your duty to open 
the angle cock on: rear end of tender before 
leaving the roundhouse, especially in cold 
weather ? (b) At what other time should this 
fce done while on the road ? 

A. (a) Yes. (b) After taking water, or 
when the engine has been in, deep snow. 

Q. What would prevent the charging of an 
auxiliary reservoir ? 

A. Dirty strainers in brake pipe T, or the 
one in the triple valve. Feed ports stopped up, 
or the auxiliary may leak. 

Q. Why is it necessary to have, a quick action 
triple cut in and working next to the engine ? 

A. To insure quick action of the brakes on 
the train, if an emergency should arise. 

Q. Why should there not be over two cars 
with brakes cut out, or with plain triples to- 
gether ? 

A, In case of emergency, quick action may 
fail behind the brakes cut out. 

Q. (a) What will be the effect if the vent 
port in pump governor is stopped up ? (b) 
What if waste pipe is frozen or otherwise stop- 
ped up ? 

A. (a) After stopping the pump will be slow 
in starting, (b) The pump will not stop until 
the air pressure was about equal to boiler pres- 
sure. 

Q. (a) What effect would a leaky pin valve 
have on a Westinghouse Pump governor ? (b) 



FOR ENGINEMEN. 31 



What effect if the diaphragm leaked with the 
New York ? 

A. (a) It would cause a constant blow of air 
at vent port, and if it leaked in faster than it 
can escape through the vent port, pressure will 
accumulate on top of the governor piston and 
force it down so as to wholly^ or partially, close 
the steam valve. If the steam valve is closed the 
pump will stop. If only partly closed the pump 
will run slower than usual, (b) It would have 
the same effect as the pin valve in the West- 
inghouse. The remedy is, remove the spring 
box and clean the pin valve and seat if the 
Westinghouse, or the diaphragm if a New York. 

Q. Why should the brake pipe pressure be 
just 70 pounds ? 

A. The brake is designed to give the proper 
braking power with 70 pounds' pressure. More 
than this may slide wheels ; less will not give 
the maximum power allowed. 

Q. If you v/ere to pick up several uncharged 
cars, hov/ would you handle the brake valve so 
as to save time ? 

A. By making at least one full application 
and release of the brakes before coupling on to 
the additional cars. 

Q. Explain the defects in a Westinghouse 
Brake Valve that cause a failure to carry ex- 
cess pressure ? 

A. It may be a leaky rotary valve, the lower 
gasket 32, the supply valve in the feed valve 
attachment, or the gasket betwesn the feed 
valve attachment and the body of the brake 
valve. 



32 FOR ENGINEMEN. 



Q. How could a leak in rotary valve, or the 
lower gasket, be distinguished from a Isak in 
the feed valve attachment, or the gasket be- 
tween it and the body of the brake valve ? 

A. By placing the valve on lap, which cuts 
out the feed valve attachment. If the black 
hand moves up to the red one, the leak is either 
in the rotary valve or the lower gasket 32, If 
the black hand moves up to the red one in run- 
ning position only, the trouble lies in the feed 
valve attachment ; usually the little supply 
valve needs cleaning. 

Q. If the driver brake applies with the other 
brakes, but gradually leaks off without the 
triple valve popping, what would you report ? 

A. A leak in pipe leading to brake cylinders, 
or bad packing leathers in brake cylinders. 

Q. With the New York, B or B-1 old style 
brake valve, if you broke the pipe leading to 
brake pipe governor, what v/ould you do ? 

A. Would plug the pipe and if engine was 
equipped with a triplex governor, would adjust 
the other brake pipe governor top to give the' 
proper pressure. If only a duplex governor, 
would adjust the main reservoir governor to 
90 pounds and carry brake valve handle in run- 
ning position as before. The excess pressure 
valve and spring will then regulate the br^ke 
pipe pressure close to 70 pounds. 

Q. (a) What would you do with a Westing- 
house single governor ? (b) What if pipe to 
either hand of gauge broke off, with either 
valve ? 

A. (a) Would plug the pipe and regulate the 



FOR ENGINEMEN. 33 



main reservoir pressure by pump throttle, (b) 
Would plug the pipe, 

Q. What are the causes of an air pump 
pounding ? 

A. Water in cylinder ; pump loose on brack- 
ets ; worn packing rings in air cylinder, or too 
much lift of air valves ; stuck or broken valves; 
nuts loose on air piston ; or it may not reverse 
in time. 

Q. (a) If, with the Westinghouse Brake 
Valve ,the pump is started with handle in re- 
lease position, how will the gauge hands go ? 
(b) How in running position ? (c) With the 
New York Brake Valve, how would the gauge 
hands go in full release ? (d) How when in 
running position ? 

A. (a) They will both move up together, un- 
til pump is stopped at whatever pressure the 
governor is set for, usually 100 pounds. (b) 
They will both move up together to 70 pounds, 
when the black one will stop, due to the feed 
valve attacnment closing communication be- 
tween the main reservoir and the brake pipe. 
The red one will continue to rise until the gov- 
ernor stops the pump, (c) They will both move 
up together to 70 pounds, when the governor 
will stop the pump, (d) The red hand will go 
up 20 pounds in advance of, the black otig 
due to the excess pressure valve and spring, 
and continue to rise 20 pounds apart until 90 
pounds is obtained in the main reservoir and 
70 pounds in the brake pipe, when the pump 
will stop, as the governor is operated by brake 
pipe pressure and adjusted for 70 pounds. 

Q. In releasing brakes with the New York 



34 FOR ENGINEMEN. 



Brake Valve, main reservoir and brake pipe 
pressures equalized at 60 pounds, if handle is 
then brought to running position, which gauge 
hand will move up first and how far will it go 
before the other one moves ? 

A. The red one. 2 pounds. 

Q. (a) What should be done after coupling 
on to a train ? (b) How can you tell when 
the auxiliaries are charged ? 

A. (a) Charge the brake pipe and auxiliary 
reservoirs. (b) The pump will about stop, or 
lap the brake valve and the black hand will fall 
if auxiliaries are still drawing air from the 
brake pipe. 

Q. (a) What then should be done before 
starting out on the road ? (b) Why necessary 
to make this test ? (c) Should it be made at 
any other time ? (d) Why ? (e) ' If a pass- 
enger train, what is the signal to apply the 
brakes for test ? (f) Where given from ? (g) 
What is the signal to release them; where given 
from; why should the signal to release be given 
from the rear end ? 

A. (a) The brakes should be tested. (b) 
To know before starting the train that the 
brakes will work properly. (c) Yes, at any 
time the hose has been parted, or any change 
in the make-up of train, except where cars are 
set off from rear end. (d) To prove all neces- 
sary cocks are open. (e) Four blasts of the 
air signal whistle, (f) Given from the head car. 
(g) Four blasts of the air signal whistle given 
from the rear car. To prove there is communi- 
cation in the signal line throughout the train. 



FOR ENGINEMEN. 



Q. (a) If the signal line fails to charge, 
where would you first look for the trouble ? 
(b) Where next ? 

A. (a) Would see if the reducing valve was 
cut in. (b) It may be frozen up or choke plug 
in reducing valve stopped up. 

Q. If signal gives a weak blast, what may be 
wrong ? 

A. Usually the bell of the whistle needs ad- 
justing, too low a pressure or dirt in the port 
under the end of signal valve. 

Q. If the signal line was properly charged, 
what would cause it not to respond to a reduc- 
tion in pressure ? 

(a) Usually a baggy diaphragm in signal 
valve, or a hole rotted through it. 

Q. (a) What is the standard signal line 
pressure ? (b) If whistle blows when brake is 
released, what does it indicate ? 

A. (a) ( 40 pounds. (b) Signal line over- 
charged. 

Q. (a) How should sand be used in making 
a stop on a bad rail ? (b) Should engine be 
reversed in making a stop with brakes applied ? 

A. (a) The rail should be sanded before 
brakes are applied hard, (b) No. 

Q. (a) Does a New York quick action triple 
valve set the brake any harder in emergency 
than in full service application ? (b) Why ? 

A. (a) ( No. (b) Because all the air that 
goes to the brake cylinders, either in servic3 or 



36 FOR ENGINEMEN. 



.emergency applications, comes from the auxil- 
iary reservoirs, and all tli3y can do in either 
case is to equalize. 

Q. (a) With a New York brake valve, which 
service notch should he used in making the first 
reduction on trains of three cars or less ? (b) 
With five cars or more, how many notches 
should be used ? (c) If it fails to automatically 
lap, what would you do ? 

A. (a) ( The first one. (b) Two. (c) Move 
the handle toward lap position to help lap it. 

Q. How do you test for a l^ak that prevents 
the valve from lapping automatically ? 

A. Would test the back cap of brake valve 
and the supplementary reservoir and the piping 
to it with soapy v/ater. If not found, first make 
sure the slide valve is tight by placing handle 
in emergency position to empty the brake pipe; 
then in lap, to empty the little reservoir ; close 
the cut out cock and watch black hand of gauge. 
If it goes up, slide valve is leaking, and the 
two hands will equalize at main reservoir press- 
ure. If black hand does not raise, slide valve is 
tight. To test for leak by piston, which would 
prevent valve from lapping, place valve in 
emergency position to empty the brake pips, 
then in second service notch ; close the cut out 
icock and watch black hand of gauge. If it goes 
up, there is a leak by the piston and if testing 
with 70 pounds' pressure, black hand will only 
go up to about 30 pounds. 

Q. In setting brakes with the New York 
Brake Valve, what would you think if, after 
making first reduction and getting exhaust at 
brake valve, you got no further exhaust in the 



FOR ENGINEMEN. 37 

other notches ; if you waited a moment or so 
between the reductions ? 

A. I would consider it was brake pipe leak- 
age that had already leaked the pressure out, 
and if it had already leaked out, I certainly 
could not draw it out with the brake valve. 

Q. What would be the result if excess press- 
ure valve or gasket between it and body of 
brake valve leaked ? 

A. After stopping the pump would not start 
again until both main reservoir and brake pipe 
pressures reduced below the adjustmentof brake 
pipe governor, thus the excess pressure would 
be lost before pump would start again. 

Q. (a) Explain how to oil the main slide 
valve in a New York Brake Valve ? (b) How 
the straight air valve ? 

A. (a) With no air in valve, remove the 
plugs in the cover, place handle of automatic 
valve in full release, oil through back hole, then 
place handle in emergency position and oil 
through front one. (b) Remove the plugs and 
oil through hole nearest the handle, then re- 
v-jrse handle and oil through the other one 
Move the valve to spread the oil. Always use 
valve oil and only a drop or two for each hole. 

Q. (a) How much is the brake pipe press- 
ure reduced if we use all the notches on a New 
York Brake Valve ? (b) Will this fully apply 
the brakes ? 

A. (a) About 23 pounds. (b) Yes. 

Q. If the pump governor became inoperative, 
how would you cut it out of service so pump 
could be regulated by hand ? 



38 FOR ENGINEMEN. 

A. By placing a blind gasket in the pipe lead- 
ing to it. 

Q. (a) Speaking generally, what will cause 
brakes to apply ? (b) What will cause them to 
release ? 

A. (a) A reduction of the brake pipe press- 
ure, (b) An increase of the brake pipe press- 
ure. 

Q. What are the essential parts of the 
f?traight air brake ? 

A. A Brake Valve, Pressure Reducing Valve, 
Double Check Valves and Safety Valves. 

Q. What is the purpose of the reducing valve? 

A. To reduce the main reservoir pressure to 
4 5 pounds, thus regulating the brake cylinder 
pressure to that amount, regardless of piston 
travel. 

Q. What is the purpose of the safety valves ? 

A. If the reducing valve did not reduce main 
reservoir pressure properly, the safety valves 
should relieve the brake cylinders at 53 pounds. 
It is provided with a lever handle and can be 
used to graduate off, or entirely release the 
straight air or automatic brake at any time 

Q. What is the purpose of the double check 
valves ? 

A. To prevent the brake cylinder pressure 
(.scaping at the straight air brake valve, when 
the automatic brake is applied, or at the ex- 
haust port of the triple valve when the straight 
air is applied. 



FOR EXGINEMEN. 39 



Q. (a) What position should the straight 
air brake valve be carried in when not in use ? 
(b) What position should the automatic brake 
valve be carried in when using the straight air? 

A. (a) Release position. (b) Running po- 
sition. 

Q. What would be tho effect of applying the 
straight air and then the automatic ? 

A. It would usually cause the wheels to slide. 

Q. Why will the brake cylinder pressure in- 
crease above 50 pounds if ths straight air brake 
is applied and then the automatic applied on 
top of it ? 

A. Because with the auxiliary reservoir 
charged to 70 pounds, it will equalize with an 
empty brake cylinder at about 50 pounds' 
pressure. If the straight air is first applied, 
there is already that pressure in the cylinder 
and 70 pounds more in the auxiliary reser- 
voir. A light reduction of the automatic would 
cause a portion of the 70 pounds auxiliary 
pressure to go into the brake cylinder and raise 
the pressure there up to about GO pounds. 

Q. If the straight air brake was applied be- 
fore releasing the automatic, will not the brake 
cylinder pressure increase so high as to slide 
the v/heels ? 

A. No. If the automatic brake was fully ap- 
plied, there should be 5 pounds' pressure in 
the brake cylinders. The reducing valve limits 
the straight air pressure to 45 pounds, there- 
fore the pressure is not increased. On the con- 
trary, when the automatic brake is released, as 
soon as the pressure in the brake cylinders and 



40 FOR EXGINEMEN. 



in the pipe between the triple valve and the 
double check valve is less than that between the 
straight air brake valve and double check valve, 
the double check valve will move over and stop 
the escape of air through the triple valve, thus 
holding 45 pounds of tne automatic brake cyl- 
inder pressure. If with the automatic brake ap- 
' plied the brake cylinder pressure was less than 
45 pounds and the straight air was then ap- 
plied, it wouid build the cylinder pressure up 
to 4 5 pounds and retain it when the automatic 
brake was released until such time as the 
straight air brake valve was placed in release 
position, 

Q. What defect will cause a blow at the ex- 
haust port of a plain triple valve ? 

A. A leaky slide valve, usually dirt on the 

seat. 

Q. (a) What would cause a blow at the 
triple exhaust with straight air applied ? (b) 
What would cause a blow at the straight air 
brake valve when the automatic was applied ? 

A. (a) The double check valve leaking on 
the automatic side. (b) The double check 
valve leaking on the straight air side. 

Q. With an engine equipped with straight air, 
if drivers slid when either brake was applied, 
how could you get the brake off the quickest ? 

A. By using the lever safety valve, and plac- 
ing both brake valves in release position. 

Q. (a) When engine is equipped with a truck 
brake, if pipe leading to the brake cylinder 
broke off, how may the other brake cylinders 
be used, how would you arrange to have 



FOR ENGINEMEN. 41 



the proper volume of air for the other cylin- 
ders ? (b) What would be the result if you 
did not close this cut out cock ? 

A. (a) By closing the cut out cock in broken 
pipe, also the cock in pipe leading to the auxil- 
iary that supplied the disabled cylinder. (b) 
There would be too great a volume of air for 
the other cylinders and it would be liable to 
slide- the wheels. 

Q. What may result if relief port in the bot- 
tom of a Westinghouse High Speed reducing 
Valve got frozen or otherwise stopped up ? 

A. The valve would not operate if there was 
any leakage of air, into the spring box, and 
would result in wheels sliding. 

Q. What is the object of equipping a freight 
engine with a duplex pump governor when 
using the Westinghouse brake valve ? 

A. To provide a means by which a high main 
reservoir pressure can be obtained with which 
to release and recharge the brakes without it 
being necessary for the pump to work against 
this high pressure, except during the time the 
brakes are applied. 

Q. Of what does the duplex governor con- 
sist ? 

A. Of Two Regulating Tops which operate in 
conjunction with one steam portion of the gov- 
ernor. 

Q. At what pressure should the Tops be ad- 
justed for ? 

A. The low pressure one at 90 pounds and 
the high pressure one at 110 pounds. 



42 FOR ENGINEMEN. 



Q. (a) With the brake vaTve in release or 
running position, at what main reservoir press- 
ure will the pump stop ? (b) At what pressure 
in any of the other positions ? 

A. (a) 90 pounds. (b) 110 pounds. 

Q. Should both the vent ports in the gover- 
nor be plugged when using the duplex ? 

A. No, one should be open, the other closed. 

Q. With the brake valve handle in releaS9 
position, main reservoir and brake pipe press- 
ures equalized, if red hand showed more than 
the black one, where is the trouble ? 

A. The gauge is out of order, as the pressures 
are equal in full release position. This does not 
apply to the New York B-2, or new style brake 
valve, after the pressure raises above 70 
pounds. 

Q. (a) If you cut out your engine or tender 
brake, should the auxiliary be bled of all air ? 
(b) Why ? 

A. (a) Yes. (b) To prevent it applying due 
to leakage betwe2n triple valve and cut out 
cock. 

Q. What may prevent the automatic oil cups 
from feeding the air cylinders of the pump ? 

A. The feed port in center post being stoppsd 
up. 

Q. How would you test the main slide valve 
for leakage in the New York Brake Valve ? 

A. The pump should be started with brake 
valve in lap position. If black hand rises, the 



FOR ENGINEMEN. 43 



slide valve is leaking, or, if the pressure \s al- 
ready pumped up, place handle of valve slowly 
into the emergancy position. After emptying 
the brake pipe, place handle in lap position to 
empty the supplementary reservoir, and close 
the cut out cock. If the black hand rises, the 
slide valve is leaking. 

Q. Some governors have a heavy flow of 
steam from waste pipe at all times. What would 
cause it ? 

A. The upper seat on steam valve wants 
grinding in. 

Q. (a) In how many positions of the brake 
valve can main reservoir pressure enter the 
brake pipe ? (b) What are they ? 

A. (a) Two. (b) Full release and running 
position. 

Q. (a) What is the duty of the feed valve 
attachment ? (b) What postion does it op- 
erate in ? 

A. (a) In running position of the brake 
valve, to reduce main reservoir pressure down 
to the standard brake pipe pressure, and to au- 
tomatically supply brake pipe leakage, when 
the pressure is less than it is adjusted for. (b) 
Running position. 

Q. Why will the brakes apply, if you leave 
brake valve in release position too long before 
returning it to running position, with leaks in 
the brake pipe ? 

A. By leaving the handle in full release po- 
sition until the brake pipe is charged above 
what the feed valve attachment is adjusted to 



44 FOR ENGINEMEN. 

carry, it can not open and supply leakage un- 
til the brake pipe pressure reduces below this 
adjustment ; thus any brake pipe leakage, if 
great enough, will apply brakes. 

Q. How many ports are open in the brake 
valve when on lap ? 

A. They are all closed. 

Q. With the slid9 valve feed valve and brake 
valve in running position, what may cause the 
brake pipe pressure to rise above the standard 
pressure ? 

A. A leaky rotary valve, lower body gasket 32, 
or feed valve case gasket, a leaky slide or regu- 
lating valve, either of the cap nuts leaking, the 
use of heavy oil, or dirt on the feed valve 
piston, or if the spring behind the piston is too 
weak. 

Q. When releasing the brakes after an 
emergency application, they at first release, but 
some of them apply again and the black hand of 
the gauge keeps falling, while the pump works 
hard. On examining the brakes, one is found 
where there was a bad blow at the triple valve 
exhaust, what is the matter ? How would you 
remedy the defect and get ail brakes released ? 

A. The emergncy valve in a Westinghouse, or 
the vent valve in a New York Tripe Valve is 
stuck open. If jarring the triple did not stop it, 
would cut the brake out, bleed the auxiliary 
and cut it in again quickly. If blow stops would 
leave it cut in, if not, cut it out and bleed the 
auxiliary. 

Q. (ja) What would cause the New York 
Brake Valve to fail to automatically lap? (b) 



FOR ENGINEMEN. 45 



How would you operate it in making a service 
stop ? (c) How would you test for the leakage? 

A. (a) A leakage from the supplementary 
reservoir, its connections, or the back cap of the 
brake valve, or leakage by the equalizing piston 
inside the valve. (b) Would lap it by hand, 
(c) Would test the outside with soapy water, 
A leak will cause bubbles to rise. To test for 
leakage by the piston, would place the handle 
of valve in emergency position to empty the 
brake pipe, then close the cut out cock and 
place handle of valve in the second service 
notch. If black hand rises, the leak is by the 
piston, provided the slide valve was tight, as 
previously explained. 

Q. How would you proceed to clean the ex- 
cess pressure valve ? 

A. When there is no main reservoir press- 
ure, remove the cap and clean the valve and 
seat, also the spring with kerosene, wipe dry 
and replace. 

Q. If a continuous, though light blow is 
heard at the exhaust of a New York Brake 
Valve, when handle is in release, running or lap 
position, where would the trouble likely be 
found ? 

A. The vent valve on end of equalizing piston 
being unseated. 

Q. (a) If the pipe connections to supple- 
mentary reservoir was broken, could the brake 
valve be handled satisfactory ? (b) How ? 

A. (a) Yes. (b) By plugging the pipe and 
braking in service position as before and lap- 
ping the brake valve by hand. 



46 FOR ENGINEMEN. 



Q. (a) In making a service application, 
where do you draw the air from direct with a 
New York Brake Valve ? (b) Where from with 
a Westinghouse ? 

A. (a) The brake pipe, (b) Prom the equal- 
izing reservoir. 

Q. How would you bleed off a brake ? 

A. By opening the release valve on the auxil- 
iary reservoir quickly, and close as soon as the 
triple valve exhausts. 

Q. (a) In coupling engine to train, which 
angle cock should be opened first ? (b) Why ? 

A. (a) The one on the engine. (b) To 
charge the hose from the engine instead of from 
the train, which will set all brakes in emergen- 
cy if one on car is opened first suddenly. By 
opening one on engine first, the brake on engine 
only is applied. 

Q. How should all stops with freight trains 
be made. 

A. With one application and the brake held 
applied until train has stopped. 

Q. (a) What is an application of the brake? 
(b) What is meant by a reduction ? 

A. (a) From the time the brakes are ap- 
plied until they are released, no matter how 
many reductions are made, is all one applica- 
tion, (b) Each time the brake pipe pressure 
is reduced. 

Q. (a) How much of a reduction should be 
made for the first in making an ordinary stop ? 



FOR ENGIXEMEN. 47 



(b) After the first, how heavy should the suc- 
ceeding ones be ? 

A. (a) Not less than 5 pounds. (b) This 
depends on the length of the brake pipe and the 
condition of the brakes. As a rule from 3 to 6 
pounds, being light with a short train and heav- 
ier with a long one. 

Q. (a) Do you consider ONE or TWO appli- 
cation stops the best with a passenger train ? 
(b) Why ? 

A. (a) Two. (b) It insures a greater ac- 
curacy and permits holding the brakes on until 
a full stop without the usual disagreeable lurch. 
To avoid breaking trains in two, brakes should 
not be released on trains of 10 cars or over 
while moving less than 10 miles per hour. 

Q. If a stop is being made with two applica- 
tions of the brake, what will be the effect of 
overcharging the brake pipe when releasing, 
after the first application ? 

A. The brakes will not apply promptly, due 
to the brake pipe being charged higher than 
the auxiliary reservoirs. 

Q. (a) How much pressure is carried in the 
brake pipe and auxiliaries with the high speed 
brake ? (b) How much in the main reservoir? 

A. (a) 110 pounds, (b) 130 pounds. 

Q. (a) How do you change the standard 

brake pressures for the higher pressure with 

the New York Brake Valve ? (b) How with the 
Westinghouse Valve ? 

A. (a) With the older or B-1 brake valve,by 



48 FOR ENGINEMEN. 

readjusting main reservoir pump governor to 
130 pounds, and closing tlie cut out cock in 
pipe leading to low pressure brake pipe governor 
top. With the new, or B-2 brake valve, by clos- 
ing the cut out cock in the main reservoir gov- 
ernor pipe and turning handle in body of du- 
plex controller or the handle of the three way 
valve next to the new controller. (Over the front 
door of the K-1 engines.) (b) By closing the 
cut out cock in governor pipe and turning the 
handle of the reversing cock around to the right. 

Q . At what pressure should the reducing 
valve or compensating valve be set on engine 
and tender ? 

A. 50 pounds. 

Q. State the advantages of the high speed 
brake. 

A. In an emergency application, it will stop 
a train in about 30 per cent, less distance than 
the ordinary brake, as the auxiliary and brake 
cylinder pressures will equalize at about 85 
pounds ; also in making service applications 
the brakes may be applied twice in full and still 
have the same pressure for the third application 
as would be had for the first application of the 
ordinary brake. Due to the automatic reducing 
valves it also regulates brake cylinder press- 
ure to 60 pounds, regardless of the piston travel 
in making a full application. 

Q. At what pressure do the auxiliary and 
brake cylinders equalize when the brakes are 
applied in the emergency, using 110 pounds 
pressure ? 

A. About 85 pounds. 



FOR EXGIXEMEN. 49 



Q. What reduces this to GO pounds, the safe 
pressure for slow speeds ? 

A. The automatic rsducing valve with the 
Westinghouse brake , and the compensating 
valve with the New York. 

Q. Explain, in a general way, the operation 
of the automatic reducing valve ? 

A. The valve consists of a piston and stem, 
whose downward movement is regulated by an 
adjustiDg spring. A slide valve with a trian- 
gular shaped exhaust port is attached to the 
upper side of the piston, -vhich is always in 
'Communication with the iDrake cylinder. In a 
service application, if brake cylinder pressure 
exceeds GO pounds, it would move the piston 
downwards until the large part of the triangu- 
lar exhaust port was in register with a port 
leading to the atmosphere, and in this position 
it would exhaust brake cylinder pressure about 
as rapidly as it can enter through the 
service port of the triple valve, and thus 
prevent the cylinder pressure raising 
above GO pounds. In a service applica- 
tion, when the cylinder pressure reduces 
slightly below GO ponuds, the spring 
under the piston moves it up and the exhaust 
port is closed. In an emergency application, 
the pressure is flashed into the brake cylind3r 
so suddenly that it rises to about 8 5 pounds and 
forces the piston down full stroke, in which po- 
sition the small part of the exhaust port is open 
and a slow discharge of brake cylinder pressure 
takes place, while the speed of the train is high. 
As the pressure reduces, the spring gradually 
moves the piston up and the slide valve opens 
the triangular port wider, which reduces the 
cylinder pressure faster, until, when the press- 
ure has be:n reduced to GO pounds, the exhaust 



50 FOR EXGIXEMEN. 



port closes and the remainder of the cylinder 
pressure is held until released by the triple 
\alve in the usual way. 

Q. Why is a variable brake cylinder pressure 
desired when stopping a train ? 

A. Because the friction between the brake 
sho3s and the wheels varies with the speed, it 
being low at high speed and high at low speed, 
while the friction between the wheels and the 
rails remains the same, regardless of the speed. 

Q. Then the braking power is the greatest at 
the beginning of the application, or when the 
speed of the train is high, and the lowest when 
the speed is lowest ? 

A. Yes, and the size and shape of the ex- 
haust port in the reducing valve has been de- 
termined by experiments so as to reduce the 
brake cylinder pressure proportionate to the 
reduction in spe:d. 

Q. Explain the operations of the compensat- 
ing valve. 

A. In service applications, with all kinds of 
triple valves^ it acts as a reducing valve to pre- 
vent the brake cylinder pressure increasing 
above the adjustment of the regulating spring. 
In emergency applications, with all kinds of 
triple valves (except the New YorK: Quick Ac- 
tion), the valve gradually reduces the brake 
cylinder pressure from 85 pounds down to that 
at which it is adjusted for. In emergency appli- 
cations, with the New York Quick Ac- 
tion Triple Valves, part of the vented 
brake pipe air passes from the side cap 
of the triple valve into the spring box 
of the compensating valve and, exerting a 



FOR ENGINEMEN. 51 



pressure on the diaphragm in addition to the 
spring, prevents the valve from opening. After 
a few seconds the pressure of air in the spring 
box has become so reduced by leakage through 
a small hole in the check valve that the brake 
cylinder pressure above the piston is able to 
force the piston down, allowing brake cylinder 
air to escape until the pressure becomes reduced 
to that at which the valve is adjusted when the 
spring moves the piston up and closes the ex- 
haust, retaining the remainder of the brake cyl- 
inder pressure until released by the triple valve 
in the usual way. 

Q. Why is it called a compensating valve ? 

A. Becaus3 in an emergency application it 
varies the time that the full brake cylinder 
pressure is held, according to brake cylinder 
leakage and variation in piston travel and ini- 
tial auxiliary res3rvoir pressure. The chamber 
under the piston is always charged to the same 
pressure, about 35 pounds, so that after an 
emergency application there is an upward force 
of GO pounds' spring pressure, plus 85 pounds' 
air pressure, which* equals 95 pounds, total 
force holding the piston up. On the top or the 
brake cylinder side of the piston there is 85 
pounds' pressure with 8 inch piston travel. The 
pressure below the piston must reduce 10 
pounds, requiring about 8 seconds' time, before 
the piston can be forced downwards and allow 
brake cylinder air to escape. With a piston 
travel longer than 8 inches, equalization takes 
place below 85 pounds, say it equalizes at 80 
pounds. With 95 pounds acting to hold the 
piston up, the air in the chamber under the 
piston will have to reduce 15 pounds before the 
piston will move down and exhaust brake cyl- 
inder air. The full brake cylinder pressure is 



52 FOR ENGINEMEN. 

therefore held for a longer time with long 
piston travel than with short travel. With short- 
er travel than 8 inches, equalization will be 
higher than 85 pounds. If it should equalize at 
88 pounds, the air under ths piston would only 
have to blow down 7 pounds before the piston 
would be forced down, which it would do in 
shorter time than with longer travel. It will 
thus be seen that long travel brakes hold full 
cylinder pressure longer than short travel 
brakes, while short travel brakes hold it for a 
shorter time, thus compensating for the differ- 
ent travel. As brake cylinder leakage reduces 
the cylinder pressure it acts the same as long 
piston travel in lengthening the time full press- 
ure is held in the brake cylinder. 

Q. If a service application were made, reduc- 
ing the brake pipe pressure 15 pounds, then a 
release was made, and then an emergency ap- 
plication was required, what would be the re- 
sult ? 

A. The brake pipe and auxiliary reservoirs 
would still contain 9 5 pounds' pressure. This 
v/ould equalize in the brake cylinders at about 
73 pounds with 8 inch piston travel and the 
spring box chamber would be charged with the 
vented brake pipe air to about the same press- 
ure as from 110 pounds. The effect, therefore, 
would be to maintain the lower maximum cyl- 
under pressure of 73 pounds for several seconds 
longer than the higher maximum 85 pounds had 
in an emergency application from llu pounds' 
pressure. 

Q. Why is this ? 

A. Because the spring box chamber air press- 
ure would have to reduce to a lower point be- 
fore the cylinder pressure on top of the piston 



FOR EXGINEMEN. 53 



could force the piston down to open the ralief 
ports, 

Q. How should all stops with the high speed 
brake be made ? 

A. With two applications. A heavy initial re- 
duction of from 10 to 15 pounds should be 
made, and followed up, if necessary, with suc- 
ceeding reductions to reduce the speed to about 
15 miles per hour. A release should then be 
made by placing brake valve in release position 
for four seconds, then placed in lap position. A 
light application will then stop the train. On 
trains of less than 10 cars, brakes should be re- 
leased just before stopping. With 10 cars or 
more, brakes should not be released until train 
has stopped. 

Q. If, when making a service application 
with the high speed brake, they applied in un- 
desired quick action, what would you do ? 

A. I would place the brake valve in lap po- 
sition until train stops and then notify the train 
crew, v/ho must locate, if possible, and cut out 
the defective brake. 

Q. If an engine not equipped with the high 
speed brake was to take a train so equipped, 
what should you do before cutting off ? 

A. Reduce the brake pipe and auxiliary res- 
ervoir pressure below 70 pounds and then re- 
lease the brake, before leaving the train. 

Q. If a switch engine equipped with a duplex 
pump governor and a single feed valve attach- 
ment was to handle a high speed brake train, 
what should be done ? 

A. The cut out cock in pipe leading to low 



54 FOR ENGINEMEN. 

pressure governor top should be closed and the 
brake valve handle carried in release position 
while handling the train. 

Q. If a switch engine not equipped with the 
high speed brake was to handle a high speed 
brake train, what should be done ? 

A. The pump governor should be adjusted to 
110 pounds' main reservoir pressure and the 
brake valve carried in release position while 
handling the train, being careful not to make 
over a 20 pound reduction when applying the 
brakes. 

Q. How should a water stop be made with a 
freight train ? 

A. It should be made with one application 
and brakes held on until train stops. The brakes 
should then be released and, if necessary, on ac- 
count of grade, hand brakes applied, then en- 
gine cut off. The idea in releasing brakes on 
train before cutting engine off is, that as the 
auxiliaries will not be recharged, the brakes 
can not apply as hard the second time, (which 
they usually will after cutting off due to brake 
pipe leakage). Thus they are more readily re- 
leased when engine re-couples to train. 

Q. (a) If stopped on a grade, v/ould you de- 
pend upon the air brake to hold the train any 
length of time ? (b) Explain why ? 

A. (a) No. (b) When engine is cut off 
from train, hand brakes must be applied to pre- 
vent train from starting in case the air brakes 
leak off. As you have no way of knowing how 
long engine will be away from the train, so 
many things may occur to cause delay. 



FOR ENGINEMEN. 55 



Q. How should an air brake freight train be 
handled on descending grades ? 

A. As many retaining valves as necessary 
should be turned up before going over the grade 
and as soon as train is over, a sufficient reduc- 
tion (from 7 to 10 pounds), should be made to 
insure getting all pistons over the leakage 
grooves. If necessary, follow up with succeed- 
ing reductions to reduce speed so brakes can be 
released to get the use of retaining valves as 
soon as possible. If engine is equipped with 
straight air, it should be applied just before re- 
leasing the automatic and the automatic valve 
left in full release position while recharging. If 
not necessary to keep straight air applied, it 
should be released after train brake has re- 
leased. With the use of retaining valves, from a 
six to a ten pound reduction will usually control 
the train. After applying the automatic, would 
draw the pressure out of driver braKe cylinders 
with the lever safety valve and allow the tires 
to cool while the train brake is applied. By al- 
ternating the brakes in this way, the driving 
wheel tires will not become overheated. Would 
aim to have the maximum pressure for the 
steepest parts of the grade and recharge in the 
let-ups or on the curves. The air gauge should 
be observed closely and remember that the usu- 
al causes of trains running away are going 
down the grade too fast. There should be an un- 
derstanding with the trainmen, in case all re- 
taining valves are not necessary, that they turn 
down a certain number if Engineer whistles off 
brakes, but they must not turn them down un- 
less he does, while on the grade. If train is 
stopped on the grade, would not try to start un- 
til trainmen have turned as many retainers 
down as necessary, especially if any are turned 
up on empty cars. 



56 FOR EXGINEMEN. 

Q. When you make the first reduction after 
going over a hill, if brakes do not seem to take 
hold properly, what would you do ? 

A. Call for brakes before it is too late. 

Q. (a) After turning over a hill, how heavy 
a reduction would you make for the first with 
25 cars of air ? (b) With 40 cars ? (c) With 
GO cars ? (d) V/ith 80 cars ? (e) What would 
you wait for after making the first reduction ? 
How heavy would you make the next reduction? 

(f) Would you consult the air gauge carefully? 

(g) If the gauge hand kept falling, due to leak- 
age, but train, did not sesm to slow up, what 
would you do ? 

A. (a) Prom five to seven pound. (b)From 
six to eight pounds. (c) Prom six to ten 

pounds, (d) Prom ten to fifteen pounds, (e) 
Por the brake pipe exhaust to close, also to see 
what the leaks would do. Would make the 
next reduction from three to eight pounds, ac- 
cording to the length of train. (f) Yes. (g) 
Call for hand brakes, before train gets from 
under control. 

Q. What do you understand causes trains to 
get away on descending grades when being con- 
trolled by air brakes ? 

A. Making too many applications without re- 
charging the auxiliary reservoirs, or allowing 
the pressure to leak away because the train is 
running steadily. Making the first reduction too 
light, and trying to run the hill too fast, espe- 
cially with poor brakes. 

Q. (a) If engine is equipped, with straight 
air, how would you operate it on descending 
grades ? (b) How long would you keep it ap- 
plied ? (c) Suppose the tires were heating 
when using the automatic, what would you do ? 



FOR ENGINEMEN. 57 



A. (a) Would apply it before releasing the 
automatic. (b) Just while train brake is re- 
leasing, (c) Would draw the pressure out of 
the brake cylinder witn lever safety valve. 

Q. How should all passenger train stops be 
made with 10 cars or more ? 

A. With two applications of the brakes and 
the brake left applied on the second applica- 
tion until train stops. At the first application a 
heavy reduction of from 7 to 12 pounds should 
be made and further lighter reductions, if nec- 
essary, to reduce speed to about 15 miles per 
hour at a convenient place from the stopping 
point, then release all brakes by placing brake 
valve in release position for about four seconds, 
then place in lap position, thus making it pos- 
sible for brakes to apply promptly on the first 
reduction of the second application. To avoid 
breaking trains in two, brakes should not be 
released on passenger or express trains of 10 
cars or over when moving less than 10 miles 
per hour. If rail is bad, or if necessary to use 
sand, it should always be applied before brakes 
are applied hard, and its use continued until 
stop is made. This to avoid wheel sliding. 

Q. (a) If with 10 cars or more, you mis- 
judged and are stopping short of the intended 
place, if going five miles an hour or less, would 
you release the brakes to let the train run up ? 
(b) How long will you wait before trying to 
pull up ? (c) Why is it necessary to wait ? 

A. (a) No. (b) About 10 seconds. (c) It 
will take this lime for the pressure to exhaust 
from the large brake cylinders and if throttle is 
opened before brakes are all released, a break 
in two generally follows. 



58 FOR ENGINEMEN. 

Q. In making a stop, is it good practice to 
kick off the brakes in stopping short ? 

A. No, as there is no certainty as to how 
many or which brakes will release. Where part 
do release, it tends to jerk* the train and when 
brakes are re-applied, the ones that remained 
on have a tendency to slide their wheels, 

Q. Explain how a service stop should be 
made with a part air freignt train ? 

A. The throttle shouid be closed a sufficient 
distance from the stopping point, and allow 
slack to run in. About a 5-pound reduction 
should then be made and again wait for slack 
to bunch. Then follow up with light reduction 
to bring train to a stop. As a rule brakes should 
be held on until train stops. They should be re- 
leased, however, the instant of stopping, so that 
the brakes on air cars, will not be rigidly ap- 
plied when the non-air cars run back, due to the 
reaction of the drawbar springs. 

Q. (a) In steadying a train around a curve, 
where should the brake be applied ? (b) Does 
this apply in all cases ? 

A. (a) On the straight line, just before en- 
tering the curve, and released when the speed 
has been sufficiently reduced. (b) No, the 

curve should be taken advantage of to recharge, 
in descending a grade, if necassary. 

Q. (a) In handling a freight train, how 
should the application be made ? (b) If brakes 
are released with train moving, what precaution 
must be taken ? (c) Should brake valve ever 
be moved to release or running position while it 
is exhausting air ? (d) Why ? 

A. (a) Sufficient time should elapse after 



FOR ENGINEMEN. 59 



closing the throttle to allow the slack to run in. 
A reduction of from five to eight pounds should 
then he made. The variation in piston travel, 
and other conditions, will determine which way 
the slack will run, but eithar way with proper 
reduction, it will take place gradually. With 
trains partly equipped with air brakes the slack 
will bunch. Endeavor to keep it so until train 
is stopped. Hence the importance of making 
the stop with one application. After making 
the first reduction, brake pipe leakage must be 
taken into consideration and the succeeding re- 
ductions not made too close together, (b) The 
longer the train, the more liable it is to part on 
account of the head brakes releasing first, al- 
lowing slack to run out. Thus the safest way is 
to stop before trying to release the brakes on a 
long train, except that if engine is equipped 
with straight air and this brake is applied, the 
train brake may be released under ordinary con- 
ditions. However, the engine brake can not in 
all cases hold the slack. After releasing, steam 
should not be used until brakes have had plenty 
of time to release and the slack in train has all 
adjusted itself, then the throttle should be open- 
ed carefully, (c) No. (d) The head brakes 
would be releasing while the rear ones would 
still be applying. This is liablp to part the train 
in several places. Always wait until exhaust at 
brake valve closes before releasing brakes. 

Q. In backing . a freight train that is only 
partly equipped with air brakes, how should 
brakes be applied ? 

A. Hand brakes should be applied on the rear 
end to hold the slack bunched; then the air 
brake applied carefully to stop the train, if de- 
sired. 

Q. (a) If you knew you were sliding wheels 



60 FOR ENGINEMEN. 

in making a stop, what would 'you do? (b) 
How would you prevent it at the next stop ? 
(c) If wheels were sliding would sand start 
them rotating again r 

A. (a) If possible, the brakes should be re- 
leased, and before re-applying sand should be 
used. (b) Let the sand run before applying 
the brakes and continue to use it until stop is 
made, (c) No, and sliding on sand would cut 
them badly. 

Q. (a) Suppose you had made a full appli- 
cation and were running by, should sand be 
used ? (b) How about it if an emergency 
arose ? 

A. (a) No. (b) If life or property was in 
danger would use it, although it would be very 
liable to cause some badly slid wheels. 

Q. (a) In case of an emergency, how should 
the brake valve be handled ? (b) If you had 
the brake already appned in service, would you 
go to emergency ? 

A. (a) It should be placed in the emergency 
position as quickly as possible and left there 
until the train stops. The necessity of acting 
promptly in this case is emphasized by the fact 
that when running 60 miles per iiour you are 
covering 88 feet per second, (b) Yes. 

Q. (a) In case brakes are applied suddenly 
from the train, what would you do ? (b) Why 
is this done ? 

A. (a) Would place the brake valve in lap 
position, (b) To prevent re'easing the brakes 
and to m.aintain the main reservoir pressure. 

Q. (a) In case a train breaks-in-two between 



FOR EXGINEMEX. 61 

air brake cars, what would you do ? (b)Why 
not try to pull out of the way ? (c) After 
coupling up, if the rear brakes failed to release 
in any number, would it be advisable to bleed 
them off ? 

A. (a) Close the throttle and lap the brake 
valve as quickly as discovered. (b) Usually 
you could not get a safe distance away and a 
short -distance would only increase the shock, if 
they did come together. (c) No. You would 
not know that you have communication through- 
out the train. 

Q. (a) What should you do to release them? 
(b) Why not pump them off ? 

A. (a) If, when brake valve is placed in re- 
lease position, the brakes do not release, would 
lap the brake valve and get full excess pressure, 
and again place brake valve in release position. 
This should release them, if they are cut in. 
(b) The slow rise of brake pipe pressure may 
fail to release some of the brakes, especially if 
any of the triple valves have worn piston pack- 
ing rings. 

Q. Is it necessary to make a test of the brakes 
after a train has been parted ? 

A. Yes, in all cases, to prove that all the nec- 
essary cocks have been opened. 

Q. How would you release the brakes on a 
freight train, if engine was eqtuipped with the 
straight air brake ? 

A. The straight air brake should be applied 
before placing the handle of the automatic 
brake valve in release position, and left ap- 
plied until train brakes have all released. It 



62 FOR ENGINEMEN. 



should then be gradually released and slack al- 
lowed to run out before usins steam. 

Q. With the straight air applied, what naight 
prevent it releasing when straight air valve is 
placed in release position ? 

A. A light application of the automatic brake, 
which has reversed the double check valve. 

Q. What might causa the automatic brake to 
apply in this way ? 

A. With the handle of the automatic brake 
valve in running position and the proper amount 
of excess pressure, the trouble would be due to 
a leak in the automatic brake pipe that was not 
supplied by the brake valve. 



Lubricants. 

Q. What lubricants should be used on the 
different air brake parts ? 

A. Steam cylinder of pump Valve Oil. 

Air cylinder of pump Valve Oil. 

Swab on piston rod Valve Oil. 

Brake valve ...High Grade Machine Oil. 
Triple valves and high speed reducing 

valves .... rligh Grade Mineral Oil. 
Brake cylinders. .. .A light grease that 
will not flow in summer or become 
thick in winter. 



New York B2 Engineer's Brake Valve. 

MANIPULATION. 

To apply the locomotive and train brakes, 
place the handle of the brake valve in the ser- 
vice notch necessary to make the required 
brake pipe reduction. 

To release both locomotive and train brakes, 
place the handle in the running and straight 
air release position. 

To release the train brakes and hold the lo- 
comotive brake applied, place the handle in 
full automatic release and straight air applica- 
tion position. 

'T'o apply the locomotive brakes only, place 
the handle in full automatic release and 
straight air application. 

To release the locomotive brakes, place the 
handle in running and straight air release po- 
sition. 

To apply the brake in emergency, place the 
handle in emergency position, and leave it 
there until the train stops. 

In case of a burst hose, a break-in-two or a 
conductor's valve is opened, place the handle in 
lap position. If a burst hose after train stops, 
help the trainmen locate it by placing handle in 
running position. 

To graduate off, or entirely release the loco- 



64 FOR ENGINEMEN. 

motive brakes while the train brakes are ap- 
plied, use the lever safety valve. 

When double heading close the cut out cock 
in the brake pipe under the brake valve, and 
carry the handle in the running position. If the 
rules required the handle carried in the emer- 
gency position, also close the cock located in the 
straight air pipe between the brake valve and 
the reducing valve, before placing the brake 
valve handle in emergency position; also clos3 
this cock if at any time it was necessary to cut 
out the driver brake, otherwise it would apply 
with straight air if handle of brake valve is 
placed in or back of the fourth graduating notch 
or in the full automatic release position. 

ARRANGEMENT OF PARTS. 

The Duplex Pressure Controller is located in 
the supply pipe, between the main reservoir and 
the brake valve. Its duty is to control the brake 
pipe pressure, and in no position of the brake 
valve can the brake pipe be overcharged, ex- 
cept in making the second application of the 
brakes on a passenger train. The brake pipe 
could be charged higher than the auxiliary res- 
ervoirs, if valve was not returned to lap posi- 
tion when releasing after the first application. 

It is made duplex so that either one of two 
brake pipe pressures may be carried. The same 
arrangement also applies to the pump gover- 
nor, which controls the main reservoir pressure. 

To change the brake pipe pressure from a 
high to a low, or vice versa, turn the handle of 
the three way cock in the pipe leading to the 
new controller, or the cock in the body of the 
old style controller. To change the main reser- 
voir pressure, turn the handle of the three way 
cock in governor pipe. 



FOR ENGINEMEN. 65 

The hand wheel in the bottom of the control- 
ler can be used when descending heavy grades 
with loaded trains by screwing the wheel up. 
It will unseat the valve and allow full main 
reservoir pressure to pass to the brake pipe un- 
til such times as the whsel is again screwed 
out. 

The adjustment of the controller is accom- 
plished by means of the regulating nut, the 
same as a pump governor. 

The Accelerator Valve is provided to assist 
the brake valve in exhausting brake pipe pres- 
ure in the service position on long trains, to 
bring about a more uniform application of the 
brakes, and to apply them more promptly 
than heretofore. The valve is so constructed 
that its operation depends on the volume of 
air in the brake pipe, operating only when the 
train is of such length as to warrant its use. It 
should operate when there are 8 or more cars 
in the train and requires from 15 to 17 pounds' 
pressure in the divided reservoir to operate it. 
Any pressure passing into this reservoir as with 
a shorter train, will escap3 to the atmosphere 
through relief ports, or through a port in the 
brake valve when it is placed in release or run- 
ning position. 

The other portion of the divided reservoir 
forms the supplementary reservoir for the 
brake valve. 

The Straight Air Reducing Valve is located 
in the pipe between the brake valve and the 



66 FOR ENGIXEMEN. 



double check valve, for the purpose of limiting 
the brake cylinder pressure to 45 pounds, when 
using the straight air brake. 

The High Speed Conxroller with Lever Safety 
Valve is operative when using the high speed 
brake. The lever safety valve can be used at any 
time to graduate off/ or entirely release, the lo- 
comotive brake. It should be adjusted for 53 
pounds. 

The High Speed Controller with Lever Safety 
Valve is operative only when the high speed 
brake is cut in. The Safety Valve is for 
use at all times to graduate off brake cylinder 
pressure after an application of the train brakes 
when same is desired, and lo regulate the brake 
cylinder pressure during high speed' operations. 
It should be set for 53 pounds. 

The High Speed Controller, to which the 
Safety Valve is fastened, connects with the 
brake cylinders and the brake pipe. In an emer- 
gency application, when the brake pipe pressure 
is greatly reduced, the brake cylinder pressure 
will move a piston and valve in the controller 
to a position which will restrict the passage 
leading to the safety valve, causing a gradual 
escape of brake cylinder pressure until closed 
by the safety valve. The valve will remain in 
this position until brakes are released, at which 
time the brake pipe pressure will return the 
piston and valve to normal position. 

In service applications brake cylinder pressure 
is free to reach the safety valve and if the press- 
ure exceeds the 53 pounds the valve is adjusted 
for, it will escape freely to the atmosphere. 



The New York Duplex Straight Air 
and Automatic Brake. 

This brake was designed for locomotives em- 
ployed almost exclusively in switching service, 
but which at times may be required to charge 
up or operate the automatic train brakes. 

It consists of an Air Pump, to compress the 
air; a Main Reservoir in which the air is stored; 
a Pump Governor to control the pump, thus 
regulating the main reservoir pressure. 

A Duplex Straight Air and Automatic Brake 
Valve, which is so designed that the straight 
air on the locomotive and the automatic on the 
train applies simultaneously with the same 
movement of the brake valve handle, either in 
a service or emergency application, and also 
releases them when the handle is placed in the 
release position. 

A Duplex Pressure Controller, which regu- 
lates the locomotive brake cylinder pressure to 
50 pounds and the automatic brake pipe press- 
ure to 70 pounds. 

A Safety Valve with a lever release, a Duplex 
Air Gauge, the red hand indicating the main 
reservoir pressure, the black hand the brake 
cylinder pressure, (except when operating train 



68 FOR ENGINEMEN. 



brakes the Y cock, should be opened connect- 
ing th3 black hand of the gauge with the auto- 
matic brake pipe pressure), Brake Cylinders, 
Piping, Angle and Cut Out Cocks. 

I^IANIPULATION. 

. ¥/hen using locomotive brakes only, close 
the cut out cock in automatic brake pipe under 
the brake valve, and turn the Y cock handle to 
connect black hand of gauge with the brake 
cylinders. 

When operating the automatic brakes on a 
train and the straight air brake on the engine, 
open both cut out cocks below the brake valve 
and turn the Y cock to connect the black hand 
of gauge with the automatic brake pipe, and 
open the V4 inch cut out cock in pips leading 
to the automatic brake pipe top of the duplex 
pressure controller. 

To release engine and tender brakes, and 
rot the train brakes, use lever safety valve, or 
close cut out cock in automatic brake pipe, and 
release with brake valve. 

The engine and tender brakes can be cut out 
by closing the cock in the straight air pipe un- 
der the brake valve. This cock may be used to 
hold engine and tender brakes applied, if de- 
. sired, when releasing the train brake at slow 
speeds. The tender brake may be cut out by 
closing cock in pipe leading to the brake cyl- 
inder. 

To admit full main reservoir pressure to the 
automatic brake pipe for quick re-charging, 
close the '^/4 inch cock in pipe leading to duplex 
pressure controller, thus cutting it out. Ordi- 
rarily this cock should be left open. 

The Duplex Pressure Controller acts as a feed 
valve to regulate the automatic brake pipe 



FOR ENGINEMEN. 69 

pressure to 70 pounds, when the handle of the 
brake valve is in release position, and also pre- 
vents over 50 pounds pressure going to locomo- 
tive brake cylinders, when brakes are applied. 
It may be cut out of service, if desired, by 
screwing up on the hand wheel. 

Q. If an engine with this equipment was to 
handle a high speed brake train, what should 
be done ? 

A. The pump governor must be adjusted for 
110 pounds' main reservoir pressure, and the 
cock closed in pipe leading to duplex pressure 
controller. This will allow full main reservoir 
pressure of 110 pounds in the brake pipe. After 
cutting off from the high speed brake train, 
open the cock in controller pipe and readjust 
the pump governor to 100 pounds. 



Westinghouse E. T. Locomotive Brake 
Equipment. 

Q. What does the symbol " E. T." designate? 

A. It designates the Westinghouse new en- 
gine and tender brake equipment, the letters 
" E. T." meaning " engine" and " tender." 

Q. What are the essential parts of this equip- 
ment ? 

A. An Air Pump to compress the air, the 
Main Reservoir in which the compressed air is 
stored, a distributing valve and small double 
chamber reservoir attached to it, placed on the 
engine to admit and exhaust air from the brake 
cylinders on the engine and tender, both in au- 
tomatic and in independent applications, and 
to maintain the desired cylinder pressure, re- 
gardless of cylinder leakage or variation in 
piston travel. It also performs the function of 
triple valves, auxiliary reservoirs, double check 
valves and high speed reducing valves. 

Two Brake Valves, the Automatic to operate 
locomotive and train brakes, and the Independ- 
ent to operate locomotive brakes only. 

A Duplex Pump Governor which automati- 



FOR ENGINEMEN. 71 

cally shuts off the supply of steam to the pump 
when the desired air pressure is obtained in the 
main reservoir, ^nd which allows steam to 
again reach the pump when the air pressure 
falls below this amount. 

A Feed Valve to regulate the brake pipe 
pressure when the automatic brake valve 
handle is in either running or holding position. 

A Reducing Valve to reduce the main reser- 
voir pressure for the Independent Brake Valve, 
and for the air signaling system, when used. 

Two Air Gauges, one a Duplex to indicate 
brake pipe and main reservoir pressure ; the 
other a Single one to indicate brake cylinder 
pressure. 

Brake Cylinders, Cut-Out Cocks, Air Strain- 
ers, Piping, Hose, Couplings, etc. 

Q. Why are stop cocks located in the pipes 
leading to brake cylinders ? 

A. To cut out any one or all of the brakes 
for any cause. 

Q. What is the Standard Brake Pipe pressure 
carried with this equipment ? 

A. 70 pounds for the ordinary brake, and 
110 pounds for the high speed brake. 

Q. What main reservoir pressure is carried 
with this equipment ? 

A. About 20 pounds higher than the brake 
pipe pressure until the automatic brake is ap- 
plied. Then the main reservoir pressure should 
increase up to 130 pounds. 

Q. What regulates the brake pipe pressure 
when the automatic brake valve handle is in 
running or holding position ? 



72 FOR ENGINEMEN. 



A. The feed valve located in the pipe be- 
tween the main reservoir and the automatic 
brake valve. 

Q. How are the pump governors regulated ? 

A. With the automatic brake valve in run- 
ning position, the shortest top should be adjust- 
ed to give 20 pounds of excess pressure in the 
main reservoir. The automatic brake should 
then be applied and the other top adjusted for 
130 pounds main reservoir pressure. 

Q. In what way does the pump governor used 
with this equipment differ from that used with 
the old brake valve ? 

A. In that it automatically adjusts the ex- 
cess pressure whenever the feed valve adjust- 
ment is changed from one brake pipe pressure 

to another. 

>^ ,. 

I4. How is the feed valve adjusted for either 
70 or 110 pounds brake pipe pressure ? 

A. By turning the handle one way until the 
lug strikes the lower stop. The valve will reg- 
ulate the brake pipe pressure to 70 pounds and 
by turning it the other way, until the lug 
strikes the upper stop, it will regulate the 
brake pipe pressure to 110 pounds. 

Q. If desired to carry any other pressure, 
what must be done ? 

A. The position of the stops must be 
changed. 

Q. What are the plugs for in the caps of both* 
brake valves ? 

A. To oil the rotary valves. When there is 



FOR ENGINEMEN. 73 



no pressure in the valves, remove the plugs and 
fill with valve oil. 

Q. (.a) How many positions has the new 
Westinghouse H 5 Automatic Brake Valve ? 
(b) Name them ? 

A. (a) Six. (b) Release, Running, Holding, 
Lap, Service and Emergency. 

Q. Describe the purpose of the different po- 
sitions ? 

A. Release position is for releasing and re- 
charging the train brakes by opening a large 
and direct passage from the main reservoir to 
the brake pipe, but not releasing the locomotive 
brakes, if they were applied. 

Running position is the proper one to carry 
handle in when the brakes are charged and 
ready for use, and to release the locomotive 
brakes. 

Holding position is for holding the locomo- 
tive brakes applied, the same as in release po- 
sition, while the train brake recharges. The 
only difference between running and holding 
position is that in holding position the locomo- 
tive brake is held applied, while in running 
position it is released. 

Lap position is for holding the brakes ap- 
plied after a service application, or if a conduc- 
tor's valve was opened, a break-in-two, or a 
hose burst ; also for all engines in a train that 
are not controlling the brakes. 

Service position is for making all ordinary 
Slops, or when the brakes are to be applied 
gradually. 

Emergency position is used when it is de- 



74 FOR ENGINEMEN. 

sired to apply the brakes as hard and as quick- 
ly as possible. 

All pipes between the brake* valve and the 
distributing valve must be positively air tight. 

Q. As there are no auxiliary reservoirs used 
with the " E. T." equipment, where is the air 
taken from to apply the brakes ? 

A. From the main reservoir, in either auto- 
matic or an independent application. 

Q. In double heading, in order to give con- 
trol of the brakes to the leading engineer, what 
should the second engineer do ? 

A. The double cut out cock under the auto- 
matic brake valve must be closed and the 
handle of the automatic valve placed in lap 
position. 

Q. If the brakes were applied from the lead 
engine, can the second engineer release his en- 
gine brakes ? 

A. Yes, by placing his independent brake 
valve in release position. He could also re- 
apply them if desired. 

Q. (a) After making an application of the 
automatic brake, can the locomotive brake be 
released and re-applied with the independent 
brake valve ? (b) How ? 

A. (a) Yes. (b) The locomotive brake may 
be released by placing the independent brake 
valve in release position, and re-applied again 
by placing it in the service position, admitting 
the desired pressure, and then moving it back 
to running position. 

Q. Why not move it to lap position ? 



FOR ENGINEMEN. 75 



A. Because if this was done the locomotive 
brake would not release when the automatic 
brake valve was placed in running position. 

Q. As the air is taken from the main reser- 
voir for applying the locomotive brakes, how 
could they be operated on the second engine in 
case the air pump was disabled ? 

A. The main reservoir on the second engine 
may be charged while the train is at rest by 
placing the automatic brake valve in release 
position and opening the cut-out cock under the 
brake valve. The air will then flow from the 
brake pipe into tne main reservoir. Before 
starting the train, this cock must be closed and 
the automatic brake valve placad in lap posi- 
tion. 

MANIPULATION. 

When not in use carry both brake valves in 
running position. 

To apply the brakes on engine and train, 
place the handle of the automatic brake valve 
in the service position, making the required 
brake pipe reduction, and then back to lap po- 
sition. 

To release the train brakes, place the handle 
in release position long enough to release the 
train brake, being careful not to overcharge 
the brake pipe ; then move it to holding posi- 
tion, gradually releasing the locomotive brakes 
by short, successive movements, between run- 
ning and holding positions, aiming to have the 
locomotive brakes off as the train stops. 

If a full stop is not desired, release the train 
brakes in release position, and, after the slack 
in train has adjusted itself, move the handle to 



76 FOR ENGINEMEN. 



running position^ to release the locomotive 
brakes. 

To make a smooth and accurate two-applica- 
tion passenger train stop, make the first appli- 
cation a heavy one. When the speed has re- 
duced to about fifteen miles an hour at a con- 
venient distance from the stopping point, re- 
lease train brakes by placing valve in release 
position, then pause a second or two in running 
position to reduce locomotive brake cylinder 
pressure a little, then lap the valve, as with 
the ordinary brake valve, making the second 
application after, as conditions require. 

When using the independent brake valve 
carry the automatic one in running position. 
The independent application can then be re- 
leased by placing the independent brake valve 
in running position. 

The release position of the independent valve 
is for use when the automatic brake valve is not 
in running position. 

If an emergency should arise while the inde- 
pendent brake is applied, apply the automatic 
brake instantly. The safety valves should re- 
strict the brake cylinder pressure to the proper 
amount. 

In descending grades the brake on the loco- 
motive must be alternated to prevent over-heat- 
ing the driving wheel tires, and to assist the 
retaining valves in holding the train while re- 
charging the auxiliary reservoirs on the train. 

This can be done by keeping the engine 
brakes released by use of the independent 
brake valve while train brakes are applied, and 
applying engine brakes just before releasing 
train brakes and then releasing engine brakes 
before re-applying train brakes, after they are 
re-charged. 



FOR ENGIXEMEN. 77 



After all brakes are applied automatically, 
to graduate off, or entirely release the locomo- 
tive brakes, use release position' of the inde- 
pendent brake valve. 

The release position of this valve will release 
the locomotive brakes at any time. 

The brake cylinder gauge should be observed 
closely, as it indicat9s at all times the brake 
cylinder pressure. 

In case of a bursted hose, a break-in-two or a 
conductor's valve opened, place the handle of 
the automatic valve in lap position. 

When there are two or more engines in a 
train turn the double cut out cock in the brake 
pipe under the automatic brake valve to close 
the brake pipe, and the automatic brake valve 
handle should be placed in lap position on all 
engines, except the one that is operating the 
brakes. 

If an emergency should arise, place the 
handle of the automatic brake valve in the 
emergency position and leave it there until the 
train stops. 

Q. Why is the independent brake valve nec- 
essary ? 

A. If desired, the locomotive brakes can be 
operated at any time, independently of the au- 
tomatic brakes. 

Q. (a) How many positions has the inde- 
pendent brake valve ? (b) Name them ? 

A. (a) Four, (b) Release, Running, Lap 
and Service positions. 



78 FOR ENGINEMEN. 



Q. Describe the use of the different posi- 
tions ? 

A. Release position is for releasing the loco- 
motive brakes , regardless of the position of the 
automatic brake valve. A spring automatically 
returns the handle from release to running po- 
sition, as otherwise it would be impossible to 
operate the locomotive brakes with the auto- 
matic brake valve. 

Running position is for carrying the handle 
in when the valve is not in use, also to release 
the locomotive brakes, if the automatic brake 
valve is in running position. It is necessary for 
it to be in this position tor the locomotive 
brakes to release when the handle of the auto- 
matic brake valve is placed in running position. 

Lap position is for holding the independent 
brakes applied, all ports being closed. 

Service position is for applying the locomo- 
tive brakes independently. 

Q. What is the maximum cylinder pressure 
obtained with the independent brake valve ? 

A. 45 pounds. 

Q. What regulates the cylinder pressure to 
this amount ? 

A. The automatic pressure reducing valve, 
located in the pipe between the main reservoir 
and the brake valve. 

Q. When is it necessary to use the release 
position of the independent brake valve in or- 
der to release the locomotive brakes ? 

A. Only when the automatic brake valve is 
not in running position. 



For Trainmen. 

Q. Why should we begin at the rear end of 
train to get the air brakes ready ? 

A. To prevent the brakes applying on the 
cars that are charged each time an angle cock 
is opened ; also an angle cock may be opened 
allowing all brake pressure to escape. 

Q. Commencing at the rear, how do we pro- 
ceed to get the air brakes ready ? 

A. By closing the rear angle cock, cutting 
in all brakes that are in good working order, 
cutting out and carding all those that are 
not, observing that the release valves are 
(closed, the pressure retaining valve handles 
turned down, (unless they are to be tested, 
then they should be turned up) and unless re- 
quired account of grade hand brakes released, 
the hose coupling gaskets examined to see if 
they will make tight joints, the hose coupled 
and the angle cocks opened. 

Q. What should be done before coupling the 
hose between engine and train ? 

A. The brake pipe on the engine should be 
blown out. 

Q. What should be done before turning the 
air into the train ? 



80 FOR TRAINMEN. 



A. The slack should be stretched to see if all 
couplings are made, also to locate any leakage 
due to a short hose. 

Q. While the train is being charged, what 
should be done ? 

A. The brakes should be inspected and all 
leakage stopped, 

Q. (a) When coupling engine onto cars al- 
ready charged, which angle cock should be 
opened first ? (b) Why ? 

A. (a) The one on the engine. (b) So as 
to fill the empty hose from the engine and thus 
prevent the train brakes applying in the emer- 
gency, which they will do if the angle cock on 
the car is opened first suddenly. 

Q. When coupling an uncharged car to others 
already charged, how should the angle cocks 
be opened ? 

A. The' one on the uncharged car should be 
opened first so the empty hose and brake pipe 
will be connected, then open the one on the 
charged car slowly. 

Q. Why is it necessary to test the brakes be- 
fore leaving a terminal ? 

A. To know before starting the train that 
the brakes will apply and release properly, and 
not go into undesired quick action and also 
that the piston travel is correct. 

Q. (a) At what other times should the 
brakes be tested ? (b) Why ? 

A. (a) At any time there has been any 
change in the make up of the train, except 



FOR TRAINMEN. 81 



where cars have been set off from the rear end, 
also at any time the hose has been uncoupled, 
(b) To prove that all necessary angle cocks 
have been opened. 

Q. If an angle cock was only partly open 
how would it affect the operation of the brakes? 

A. They would apply in a service applica- 
tion behind the partly closed cock, but would 
be slow in releasing. The reduction of brake 
pipe pressure being so gradual, quick action 
v/ould fail, if an emergency should arise. 

Q. (a) Can a train be made up so it will be 
impossible to get quick action from the brake 
valve ? (b) How ? 

A. (a) Yes. (b) By having too many 
brakes cut out next to the engine. The head 
car should have a quick action triple cut in and 
working, and there should not be over two cars 
with brakes cut out, or cars equipped with plain 
triple valves together in the train. 

Q. (a) What would cause the brakes to ap- 
ply quick action when only a service reduction 
was made ? (b) How may the defective brake 
be located ? (c) What should be done when 
it is found ? 

A. (a) It is generally caused by a defective 
triple valve usually one that is simply dirty and 
sticky, (b) The Engineer should be asked how 
heavy a reduction was made before the brakes 
applied quick action. If he sajB 8 or 10 pounds 
have him make a 5-pound reduction and look 
for one that has not applied. If one is found 
cut it out, and have him make a second reduc- 
tion. If they now work all right the one cut 
out, must be the one causing the trouble; to 



82 FOR TRAINMEN. 

prove it cut it in, release, recharge and have 
them applied again; if it does not move on first 
reduction and goes on in the emergency on the 
second it is surely the one. If quick action is ob- 
tained with the first reduction, say of 5 ponuds, 
close any angle cock in the middle of the train ; 
if they still apply in quick action the trouble 
is in first half of train, if not it is in the rear 
part ; divide up again the half trouble is on un- 
til the defective one is located, (c) It should 
be cut out, the auxiliary reservoir bled of all 
air and a defect card applied. 

Q. Within what limits should the piston 
travel be maintained ? 

A. Between 6 and 8 inches. 

Q. If the piston travel is too long or too 
short what effect does it have on the holding 
power of the brake ? 

A. See table on piston travel on page 27, 

Q. What would prevent the charging of an 
auxiliary reservoir. 

A. Dirty strainers, either at T in cross over 
pipe, or the one in the triple valve, the feed 
port in triple valve may be stopped up, or the 
auxiliary reservoir may leak. 

Q. Y/here would you look for the trouble if 
a brake applied properly but would not release? 

A. The' pressure retaining valve may be 
turned up, the push rod bound in the piston 
sleeve, or the sleeve bound in the cylinder head, 
levers or rods may catch on something under 
the car or the hand brake may be applied. 

Q (a) What is the retaining valve connected 
to ? (b) If broken off should the pipe be 



FOR TRAINMEN. 83 

plugged ? Why ? (c) If broken off will the 
brake apply and release properly ? 

A. (a) The exhaust port of the triple valve, 
(b) No, after the brake was applied it could 
not release, (c) Yes, 

Q. How are retaining valves tested ? 

A. The handles should be turned up either 
before or after the brakes are applied. The 
brakes should then be released and after air 
ceases to discharge from the retainer the handle 
should be turned down ; if a blow accompanies 
the turning down of the handle it is working 
properly, if not it has leaked off. 

Q. V/hen using retaining valves what may 
be the result if the 1-1 Gth inch exnaust port in 
the bottom was stopped up ? 

A. It would retain all brake cylinder press- 
ure when the brake was released 'and be liable 
to overheat the wheels and cause them to break. 

Q. There is a large three position retaining 
valve used on some heavy cars, how does it op- 
erate ? 

A. When the handle points downward all 
brake cylinder pressure escapes freely to the 
atmosphere ; when the handle is turned half 
way up, it retains 50 pounds' pressure in the 
cylinder when the brake is released ; when the 
handle is turned horizontal it retains 2 5 
pounds. 

Q. Will a retainer hold more pressure on a 
long or a short piston travel brake ? 

A. It holds the same amount of pressure in 



84 FOR TRAINMEN. 



either case the volume of air is greater on the 
long travel brake. 

Q. (a) At which end of the train should 
the retainers be turned up from ? (b) Which 
end in turning them down ? (c) Why should 
they be turned down from the rear end ? 

A. (a) The head end. (b) The rear end. (c) 
To prevent the slack running out of the train 
which may result in a break-in-two. 

Q. What would be the effect of starting a 
train with tha retainers holding, especially on 
empty cars ? 

A. It would be liable to slide the wheels. 

Q. (a) How should the angle cock handles 
stand when open ? (b) How does the cut out 
cock handle stand when open ? 

A. (a) In line with pipe, (b) Crosswise to 
the pipe. 

Q. If the handle was missing or possibly put 
on wrong how could you tell if cock was open 
or closed ? 

A. A creas.e in the top of the plug is always 
in line with the opening through the cock. 

Q. (a) On a passenger train where should 
the signal be given from to apply the brakes ? 
Why ? (b) Where given from to release 
them ? Why ? 

A. (a^ From the head car, so as to hear if 
the whistle on the engine blows, also to com- 
municate with the engineer if necessary. (b) 
From the rear end, to prove there is com- 



FOR TRAINMEN. 85 



munication in the signal line throughout the 
train. 

Q. V/hat is the signal for applying or releas- 
ing the brakes ? 

A. Four blasts of the air signal whistle. 

Q, How should the signal cord be pulled to 
transmit proper signals to the engine ? 

A. It should be pulled directly down, for 
one second and aliow three seconds to elapse 
between each pull. 

Q. What would prevent the signal respond- 
ing from one car and operate from all others ? 

A. The cut out cock being closed under the 
car discharge valve, a dirty £5trainer in the T 
where the branch pipes joins the main signal 
pipe, or the car discharge valve may not open 
a sufficient amount to cause a sudden enough 
reduction in signal line pressure. 

Q. If on a passenger train the Engineer 
whistles for brakes, what must be done ? 

A. The Conductor and each trainman should 
open a Conductor's Valve first, and then apply 
the hand brakes. 

Q. In the event Ol a burst hose on a passen- 
ger train and there was no extra one on the 
train, what could be done ? 

A. Remove the one on rear end of last car 
or the one on the front end of the engine. 

Q. What should be done with a car in a 
passenger train that has a broken brake pipe ? 



86 FOR TRAINMEN. 

A. It depends on conditions, air may be made 
to pass through It by coupling the brake pipe 
of the other cars to the signal pipe on the car 
with the broken brake pipe; this will do away 
with the signal on all cars in the rear, but will 
make all the brakes operative except the one 
with the broken pipe, or it way be placed on 
the rear end, provided its hand brake is in good 
order. 

Q. When such a car is placed in the rear, 
what precaution must be taken ? 

A. Its hose must be coupled to the car ahead 
and all angle cocks opened except the one on 
front end of the car with broken pipe. If hand 
brake was out of order the car must be placed 
second from the rear end, the rear car must 
have a hand brake in goor order and a man on 
it to handle brake at all times. 

Q. When hand brakes are necessary on a 
part air brake train where should they be ap- 
plied ? 

A. Immediately behind the air brake cars. 

Q. In backing a freight train only partly 
equipped with air brakes where should hand 
brakes be applied ? 

A. At the rear end. 

Q. If stopped on a grade how should hand 
brakes be applied ? 

A. If on a descending grade brakes should 
be applied on the head end ; if on an ascending 
grade brakes should be applied on the rear end. 

Q. V/hen setting out a car what should be 
done ? 



FOR TRAINMEN. 87 



A. The brakes should first be released, the 
angle cocks closed on each end of the brake 
pipe where hose is to be parted and the hose 
parted by hand, the auxiliary reservoir bled of 
all air and after car is placed on the siding the 
hand brake applied. 

Q. Why not set the hand brake before re- 
leasing the air brake ? 

A. On some cars it would be set too tight 
and may break the chain when the air press- 
ure on the piston was released, on others it 
would not be set at all. 

Q. What is the proper way of releasing a 
brake with the release valve ? 

A. It should be opened until air commences 
to escape at the exhaust of triple valve, when 
it should be closed. If it is held open longer it 
may apply other braKes. 

Q. (a) Where is the pressure stored that 
applies the automatic brake ? (b) Where does 
it draw its air from direct ? 

A. (a) In the auxiliary reservoir. (b) The 
brake pipe. 

Q. What is the duty of the triple valve ? 

A. To charge the auxiliary reservoir, apply 
and release the brake. 

Q. How long does it take to charge an aux- 
iliary reservoir from zero to 70 pounds ? 

A. About 70 seconds. 

Q. When, charged up and ready to apply the 
brakes how does the pressure in the auxiliary 
reservoir, and the brake pipe stand ? 



FOR TRAINMEN. 



A. They are equal. 

Q. What has to be done to apply the auto- 
matic air brake ? 

A, Reduce the brake pipe pressure, which 
reduction causes the triple valve to move and 
allow the auxiliary reservoir pressure to flow 
into the brake cylinder. 

Q. When the brake is fully applied how do 
the pressures in the auxiliary reservoir and 
brake cylinder stand ? 

A. Equal. 

Q. How much would it be necessary to re- 
duce the brake pipe pressure to accomplish 
this ? 

A. About 20 pounds. 

Q. What must be done to release the brake ? 

A. The brake pipe pressure must be made 
stronger than the remaining auxiliary reservoir 
pressure, that it may force the triple valve 
to release position against that pressure; in so 
doing the communication between the auxili- 
ary reservoir and brake cylinder is closed, 
the exhaust port between the brake cylinder 
and atmosphere is opened, also the feed port 
between the brake pipe and the auxiliary reser-* 
voir. 

Q. How is the brake pipe pressure made the 
stronger ? 

A. By either admitting air from the main 
reservoir into the brake pipe, or decreasing the 
auxiliary reservoir pressure by the release valve. 



FOR TRAINMEN. " 89 



Q. What position must the triple valve be in 
to recharge the auxiliary ? 

A. Release position. 

Q, Can the auxiliary reservoir be recharged 
without entirely releasing the brake ? 

A. Yes, by turning up the retaining valve 
handle. 

Q. What effect has leaks on the operation of 
the brakes ? 

A. If the brake pipe leaks, the brake will 
apply harder than the engineer intended, or 
until they are fully applied ; if there is a leak 
from an auxiliary reservoir the brake will re- 
lease on that car ; a leak in a brake cylinder 
will allow the pressure to escape thus releas- 
ing the brake. 

Q. What effect would a weak or broken grad- 
uating spring have on a Westinghouse quick 
action triple valve ? 

A. There would be nothing to stop the triple 
piston when it reached service position and it 
would move on to emergency position. 

Q. What effect would one quick action triple 
going on in emergency have on the other 
brakes ? 

A. If one quick action triple valve goes into 
quick action it makes a sudden brake pipe re- 
duction which starts the next triple valve, and 
that one the next, and so on until they are all 
applied. 

Q. Does a weak or broken graduating spring 



90 FOR TRAINMEN. 



have the same effect on a long train, as it does 
on a short one ? 

A. No, on a long train due to the larger 
volume of brake pipe air the auxiliary reservoir 
pressure can flow into the brake cylinder faster 
than the brake valve can reduce the brake pipe 
pressure, therefore, it is not necessary to have 
anything to hold the triple valve in service po- 
sition. The absence of the graduating stem or 
spring will cause quick action on short trains 
only. 

Q. How many cars must there be in a train 
to prevent quick action from a broken or weak 
graduating spring ? 

A. With over six or eight cars a triple valv-e 
with a broken or weak graduating spring would 
not be noticed if the triple valve was working 
properly otherwise. 

Q. Quick action triple valves are often found 
where there is a blow at the exhaust port ; 
what would cause this ? 

A. Sometim.es it is dirt under the slide valve 
or on the seat of the emergency valve, which 
may sometimes be stopped by jarring the triple 
lightly around the emergency valve; if this does 
not stop it, apply the brake in quick action by 
parting the hose and opening the angle cock. 

Q. Should this not stop it, where could the 
leak be if a Westinghouse triple valve ? 

A. It may be due to a leaky emergency valve, 
a leaky check valve ease gasket, a leaky slide 
valve, a leaky gasket between the triple valve 
and auxiliary on freight, or the brake cylinder 



FOR TRAINMEN. 91 



Dn passenger, or a leaky tube in the freight 
auxiliary. 

Q. How can the defective part be located 
without taking the triple valve down ? 

A. A leaky emergency valve and a check 
valve case gasket produce the same effect and 
are reached by taking the same part down. To 
tell if it is either of these parts, charge the 
auxiliary reservoir and then cut the brake out ; 
if either of these parts are leaking they reduce 
the brake pipe pressure and apply the brakes ; 
if the brake does not apply it indicates that 
these parts are all right. The cut out cock 
should then be opened, the auxiliary reservoir 
recharged after which the brakes should be ap- 
plied lightly ; if the blow continues after the 
brake is applied the slide valve is leaking as it 
should close the exhaust port when the brake 
is applied. If the blow stops when the brake is 
applied it is generally the gasket between the 
triple valve and auxiliary reservoir or brake 
cylinder as the case may be, or the tube in the 
freight auxiliary. The slide valve, the triple 
valve gasket, or the auxiliary tube leaking, 
would all reduce the auxiliary reservoir press- 
ure and therefore have a tendency to release 
the brake when applied; the slide valve would 
leak to the atmosphere and would release the 
brake no matter how it was applied; the triple 
valve gasket or the auxiliary tube leaking 
would be a leak to the brake cylinder, and 
therefore could only release a partly applied 
brake, because when the brake was fully ap- 
plied the auxiliary and brake cylinder press- 
ures would be equal, therefore one could not 
leak into the other. 

Q. If there was a blow at the exhaust port 



92 FOR TRAINMEN. 



of a triple valve or a pressure retainer would 
you plug the exhaust port or turn up the re- 
tainer ? 

A. The exhaust port of the triple valve must 
never be plugged for the reason the brake could 
not release ; if the retainer was turned up it 
would also keep the brake aDplied ; never use 
a retaining valve that has a blow, if necessary 
use the hand brake lightly on that car. 

Q. Where is the pressure stored that applies 
the Westinghouse quick action automatic brake 
in a service application ? 

A. In the auxiliary reservoirs. 

Q. Where does it all come from that applies 
it in an emergency application ? 

A. The auxiliary reservoir and the brake 
pipe. 

Q. What is the difference between cutting 
the air out of a car and cutting it out of a 
brake ? 

A. Closing an angle cock at the head end of 
a car cuts out that car and all behind it, while 
closing the cut out cock in the branch pipe cuts 
out the brake on that car only. 

Q. (a) Does the New York Quick Action 
Brake apply any harder in an emergency ap- 
plication than it does in full service? (b) Why? 

A. (a) It does not. (b) Because all the air 
that goes inXo the brake cylinder in either a 
service or emergency application comes from 
the auxiliary reservoir, and all they can do is 
to equalize. 



FOR TRAINMEN. 93 



Q. In case a brake is noticed to be sticking 
how may you help it to release with the others ? 

A. If it is caused by short piston travel it 
may be remedied by extending the travel, as 
this will lower the auxiliary pressure on a full 
application, as brakes are more liable to stick 
on the rear end of long trains than when near 
the engine ; this car can be set ahead, also stop 
any leaks in the brake pipe. 

Q. What is usuallj'^ the trouble with a brake 
which when applied will sometimes remain ap- 
plied and at other times release ? 

A. A dirty slide valve which sometimes seats 
properly and at others not ; if it does not seat, 
auxiliary reservoir pressure leaks to the atmos- 
phere through the exhaust port thus releasing 
the brake. 

Q. (a) What defect will cause a constant 
blow at the exhaust port of a New York Quick 
Action Triple Valve? (b) What effect will it 
have* when brake is applied ? 

A. (a) A leaky slide valve. (b) It will re- 
duce the auxiliary pressure and release the 
brake. 

Q. What defect would cause a blow at the 
side cap vent ports of a New York Triple Valve? 

A. The brake cylinder check valve, the 
emergency, or vent valve leaking. 

Q. How may the defective valve be located 
without taking the valve apart ? 

A, The brake cylinder check valve leaking 
can only cause a blow while the brake is ap- 



94 FOR TRAIKMEN. 



plied, as at other times there is no pressure in 
the cylinder. A laaky emergency valve, or vent 
valve can leak whether the brake is applied or 
released. To distinguish one from the other, cut 
the brake out. If the vent valve is leaking it 
\,ill cause a reduction of brake pipe pressure 
and apply the brake ; if the brake does not ap- 
ply cut it in again and then have it applied ; if 
the emergency valve is leaking it will reduce 
the auxiliary pressure and generally release 
the brake. 

Q. What effect would a leaky gasket between 
the triple valve and auxiliary reservoir on 
freight, or the brake c;j^linder on passenger, or 
a leaky tube in a freignt auxiliary have on the 
brake ? 

A. It would cause a blow at the exhaust port 
of the triple valve when brake was released, 
and by reducing auxiliary reservoir pressure 
would release a partly applied brake. 

Q. Why would it not release a fully applied 
brake ? 

A. Because when the brake is fully applied 
the auxiliary and brake cylinder pressures are 
equal and one pressure could not leak into the 
other. 

Q. How may poor brakes be detected at the 
foot of a grade ? 

A. By feeling of the wheels. 

Q. Would you expect to find the wheels all 
the same temperature ? 

A. No, the heavier cars having more brak- 
ing power than the lighter ones will naturally 
have the warmest wheels. 



FOR TRAINMEN. 95 

Q. If all brakes applied in the test at the top 
of a grade what would cause some cars to have 
cold wheels at the foot of the grade ? 

A. It may De caused by low braking power, 
poor packing leathers in brake cylinders, poor 
retaining valves or dirty feed ports in the triple 
valves. 

Q. How could dirty feed ports cause cold 
wheels ? 

A. In descending heavy grades there are but 
a fev/ seconds in which to re-charge the auxil- 
iary reservoirs, consequently they are never 
fully recharged after the first application that 
is made, therefore, they do not do their share 
of the holding. 

Q. When not necessary to use all retainers, 
how should they be used ? 

A. At the head end, if the grade is short, 
otherwise chaiige them occasionally and use 
every other one so as not to overheat any 
wheels, 

Q. If a train was stopped on a grade can the 
air brake be depended on to hold it ? 

A. No, the air brake should be released and 
hand brakes applied to hold the train. 

Q. In testing brakes, why should they always 
be applied and released from the engine ? 

A. It may happen that a Brakeman could 
open an angle cock on the rear end and apply 
the brakes, and the Engineer release them, but 
that the Engineer could not apply them from 
the engine, due to a hose lining getting loose 



96 FOR TRAIXMEN. 

and rolling up, closing the hose when the air 
was flowing in the opposite direction. 

Q. How should a freight train be steadied 
over a bad piece of track on a descending 
grade ? 

A. By applying the necessary number of 
hand brakes on the head end of the train. 

Q. Why is this necessary ? 

A. If the air brake was applied it would have 
to be released perhaps to prevent stalling the 
train, and which may result in a break-in-two ; 
if not, the speed will gain so rapidly that it 
will have to be re-applied, while if a few hand 
brakes were applied the train will run uni- 
formly. 

Q. Why should the hose always be uncoupled 
by hand ? 

A. If allowed to pull apart it springs the 
couplings so they do not make tight joints ; it 
may tear the hose off or break the pipe ; it also 
strains the rubber so it soaks in moisture which 
soon rots the hose ; it alsr freezes in cold 
weather, making the hose rigid, which causes 
excessive leakage besides being hard to couple. 

Q. Why are the couplings for the air signal 
hose made smaller than those on the air brake 
hose ? 

A. So they can not be coupled easily togeth- 
er. The signal hose coupling is usually painted 
red so as to further distinguish it from the air 
brake CQupling. 

Q. What could cause a bad blow at the ex- 



FOR TRAINMEN. 97 

haust port of a Westinghouse, or the side cap 
of the New York Triple Valve and also prevent 
the other brakes releasing after an emergency 
application ? 

A. The emergency valve of the Westing- 
house, or the vent valve of a New York Triple 
Valve stuck open. 

Q. How may you stop it and get all brakes 
released ? 

A. If jarring around the triple valve did not 
stop it, would cut the brake out, bleed the aux- 
iliary reservoir and then cut it in quickly ; if 
this did not stop it, would cut it out, bleed the 
reservoir of all air and card the triple for re- 
pairs. 

Q. If on a high speed brake train it became 
necessary to change engines for one not so 
equipped what should be done ? 

A. The auxiliary reservoir pressure on each 
car should be reduced with the release cocks 
until the low pressure engine can apply and re- 
lease the brakes. 

Q. Can a car equipped with the high speed 
brake be placed in a train not so equipped ? 
A. Yes, it would make no difference. 

Q. If a car not equipped with the high speed 
brake was attached to a high speed brake 
train, what precaution should be taken ? 

A. A safety valve provided for the purpose 
should be screwed into the oil plug hole of the 
brake cylinder head. 

Q. What is necessary to make a high speed 



98 FOR TRAINMEN. 



brake on a car already ectuipped with the quick 
action brake ? 

A. The addition of an automatic reducing 
valve, and applying heavy brake beams, rods 
and levers. 

Q. What pressure is carried in the brake 
pipe and auxiliary reservoirs with the high 
speed brake ? 

A. 110 pounds. 

Q. At what pressure Will the auxiliary reser- 
voirs and brake cylinders equalize at in an emer- 
gency application when using 110 pounds press- 



A. About 85 pounds. 

Q. What reduces it to 60 pounds, the safe 
limit for slow speeds ? 

A. The automatic pressure reducing valve if 
a Westinghouse, or the compensating valve if 
a New York. (For description of see pages 49 
and 50.) 

Q. What may cause the reducing valve to 
fail to properly reduce the brake cylinder press- 
ure and thus slide wheels ? 

A. The vent port in the bottom of the spring 
box in a Westinghouse reducing valve being 
stopped up, usually frozen over by drippings 
from steam heat traps. 

Q. Is there a vent port in the bottom of the 
New York Ccvopensating Valve ? 

A. No. 



FOR TRAINMEN. 99 



Air Signal Code, 



Two (2) Blasts of the air signal whistle when 
train is standing is the signal to start. 

Two (2) Blasts of the air signal whistle when 
train is running is the signal to stop at once. 

Three (3) Blasts of the air signal whistle 
when the train is standing is the signal to back 
the train. 

Three (3) Blasts of the air signal whistle 
when the train is running is the signal to stop 
at the next station. 

Four (4) Blasts of the air signal whistle 
when the train is standing is the signal to apply 
or release air brakes. 

Four (4) Blasts of the air signal whistle 
when the train is running is the signal to re- 
duce speed. 

Five (5) Blasts of the air signal whistle 
when the train is standing is the signal to call 
in the flagman. 

Five (5) Blasts of the air signal whistle 
when the train is running is the signal to in- 
crease speed. 

When one blast of the air signal whistle is 
heard while train is running, the enginemen 
must immediately ascertain if the train is 
parted. 

tora 



100 



SPEED TABLE. 



Table Showing Rate of Speed Required 
Per Mile to Equal a Given Num- 
ber of Miles Per Hour 



Time Per 


Miles 




Time Per 


Miles 


Mile. 


Per Hour. 




Mile. 


Per Hour 


min. 36 sec. 


100.00 




min. 4 sec. 


56.25 


' 


' 37 " 


9730 




5 - 


55.38 


' 


38 " 


94.73 




6 " 


54.55 


' 


39 " 


92.31 




7 " 


53.73 


' 


40 " 


90.00 




8 " 

9 " 


52.94 
52.17 


' 


41 " 


87.80 




" 10 " 


51.43 


' 


' 42 " 


85.71 




" 11 " 


50.70 


' 


43 " 


83.72 




" 12 " 


bO ')0 


' 


44 " 


81.82 




" 13 " 


49.31 


' 


45 " 


80.00 




•' 14 " 


48.65 


' 


46 " 


78.36 




" 15 " 


48.00 


' 


47 '' 


76.59 




" 16 " 


47.37 


' 


48 " 


75.00 




" 17 " 


46.74 


' 


49 " 


73.47 




" 18 " 


46.15 


' 


50 " 


72.00 




" 19 " 


45.57 


' 


51 " 


70.59 




" 20 " 


45.00 


' 


52 " 


69.23 




" 21 " 


44.44 


' 


53 " 


67.92 




" 22 " 


43.90 


' 


54 " 


%^M 




" 23 " 


43.37 


' 


55 " 


65.45 




" 24 " 


42.86 


' 


56 " 


64.29 




" 25 " 


42.35 


' 


57 " 


63.16 




" 26 " 


41.86 


• 


58 " 


62.07 




» 27 " 


41.38 


' 


59 " 


61.02 




" 28 " 


40.91 


1 ' 


" 


60.00 




" 29 " 


40.45 


1 ' 


1 " 


59.02 




" 30 " 


40.00 


1 ' 


2 " 


58.06 




" 31 " 


39.56 


1 ' 


3 " 


57.14 




'' 32 " 


39.13 



SPEED TABLE. 



101 





Time Per 


Miles 




Time Per 


Miles 




Mile. 


Per Hour. 
38.29 




Mile. 


Per Hour 


1 min. 34 sec. 


2 


min. 48 sec. 


21.43 




'' 36 " 


37.50 


2 


" 50 " 


21.17 




" 38 " 


36.73 


2 


" 52 " 


20.93 




" 40 " 


36.00 


2 


" 54 " 


20.69 




" "42 " 


35.29 


2 


" 56 " 


20.45 




" 44 " 


34.61 


2 


" 58 " 


20.22 




" 46 " 


' 33.96 


3 


" 


20.00 




" 48 " 


33.33 


3 


2 " 


19.78 




" 50 " 


32.73 


3 


4 - 


19.56 




" 52 " 


32.14 


3 


6 " 


19.35 




" 54 " 


31.58 


3 


8 " 


19.15 




" 56 " 


31.03 


3 


" 10 " 


18.95 




" 58 " 


30.51 


3 


" 12 " 


18.75 


2 


" 


30.00 


3 


" 14 " 


18.55 


2 


2 " 


29.50 


3 


" 16 " 


18.37 


2 


4 - 


29.03 


3 


" 18 " 


18.18 


2 


6 " 


28.57 


3 


" 20 " 


18.00 


2 


8 " 


28.12 


3 


" 22 " 


17.82 


2 


'' 10 " 


27.69 


2 


" 24 " 


17.64 


2 


" 12 " 


27.27 


3 


" 26 " 


17.48 


2 


" 14 " 


26.87 


3 


" 28 " 


17.31 


2 


" 16 " 


26.47 


3 


" 30 *• 


17.14 


2 


" 18 " 


26.09 


3 


^* 32 " 


16.98 


2 


" 20 " 


25.71 


3 


" 34 " 


16.82 


2 


" 22 " 


25.35 


3 


" 36 " 


16.66 


2 


" 24 " 


25.00 


3 


" 38 " 


16.51 


2 


" 26 " 


24.66 


3 


" 40 " 


16.36 


2 


" 28 " 


24.32 


3 


" 42 " 


16.22 


2 


" 30 " 


24.00 


3 


" 44 " 


16.07 


2 


" 32 " 


23.68 


3 


" 46 " 


15.93 


2 


" 34 " 


23.38 


3 


" 48 " 


15.79 


2 


" 36 " 


23.08 


3 


" 50 " 


15.65 


2 


" 38 " 


22.78 


3 


" 52 " 


15.51 


2 


" 40 " 


22.50 


3 


" 54 " 


15.38 


2 


" 42 " 


22.22 


3 


" 56 " 


15.25 


2 


" 44 " 


21.95 


3 


" 58 " 


15.12 


2 


" 46 " 


21.69 


4 


" 


15.00 



Index. 

Page 

Air Pump, Starting and Speed of 3 

Air Pump Stopping 4, 10 

Air Signal Code 99 

Air Signal 7, 17, 35 

Angle Cocks 24, 46, 80, 81, 84 

Brake Valve 11, 18, 33, 44, 46 

Bleeding Off Brakes 46 

Breaking In Two 17, 60, 61, 63, 77 

Brakes Creeping On 11, 12 

Brakes Leaking Off 20, 32, 54 

Brakes Sticking 43, 44, 61, 62 

Bursted Hose 17, 63, 77 

Charging Auxiliaries 8 

Cutting Out Brakes 24, 30, 42 

Cut Out Cocks 24 

Defective Air Pump 5, 6, 33 

Defective Brake Valve 31, 32, 44 

Double Heading 22, 24, 64, 74, 77 

Draining Main Reservoir 7 

Duplex Pump Governor 41, 42 

Emergency Application .... 23, 30, 48, 53, 60 

Emergency Valve 25 

Equalizing Reservoir 17, 18, 21 

E. T. Equipment 70 to 78 

Exhaust at Brake Valve 21, 22, 25 

Excess Pressure 8, 31, 41 

Feed Valve Attachment 8, 13, 43 

Governor . 8, 13, 54 

Graduating Valve 20, 21 

Handling Trains on Grades 54 to 57 

High Speed Brake 47 to 54 

Kicking Off Brakes 5 8 

Leaks in Air Signal Line 13 

Leaks in Brake Cylinder 32 

Leaks in Brake Pipe 13, 20, 43, 56, 62 

Leaks in Brake Valve 18, 31, 32, 44 

Leaks in Triple Valve 40, 90, 91, 93, 94 

Leakage Grooves .24 



Lift of Air Valves 16 

Lubricamts 62 

Over-charged Brake Pipe. 11, 12, 23, 43, 44, 75 

Piston Travel 20, 26, 27 

Position of Brake Valve . .10, 11, 21, 73 to 78 

Pressure Retaining Valve 28, 29 

Pump Governor Adjusting .9, 10, 13, 41, 54, 72 

Pump Governor Troubles 4, 30, 37, 43 

Quick Action Triple Valves 23, 30 

Recharging on a Grade 29, 55 

Releasing Brakes 43, 54, 57 to 61 

Reducing Valves 35, 41, 48, 49 

Running Test 22 

Speed table 10 0, 101 

Service Applications .16, 17, 46, 50 to 60 

Straight Air Brake .... 38, 39, 40, 59, 61, 62 

Testing Air Gauge 17 

Testing Air Signal Pressure 13, 17 

Testing for Leakage 7, 13 

Testing Brakes 21, 22, 25, 34, 61 

Two Application Stops 47, 53, 57 

Trainmen's Questions and Answers. . 79 to 9 8 
Watching the Air Gauge 25 

NEW YORK AIR BRAKE. 

Accelerator Valve 65 

Air Pump 14, 15, 16 

Brake Valve 33, 36, 37 

B-2 Brake Valve 9, 17, 63 to 66 

Compensating Valve 48 to 52 

Defects in Air Pump 4, 15 

Defects in Brake Valve . . 18, 36, 37, 42, 44, 45 

Double Heading 22 

Duplex Brake 67, 68, 69 

Excess Pressure Valve 9, 45 

High Speed Controller 66 

Lift of Air Valves 16 

Oiling Brake Valve 37 

Overcharging Brake Pipe 11, 12, 26 

Position of Brake Valve 11, 22, 33 

Pump Governor 9, 10 



Page 

Pump Governor Troubles 4, 30, 31, 32 

Quick Action Triple Valve 35, 93, 94 

Releasing Brakes 11, 12 

TRAINMEN. 

Air Signal 84, 85 

Applying Brakfes . 88 

Angle Cocks 80, 81, 84 

Bleeding Off Brakes 87 

Brakes Releasing 93 

Brakes Failing to Release 82, 92, 93, 97 

Broken Graduating Spring 89, 90 

Burst Hose 85 

Charging Auxiliaries 82, 87 

Cutting Out Brakes 92 

Defective Triple Valve 81, 90, 91, 93, 94 

Effect of Leaks 89 

Getting Brakes Ready 79, 80 

Hand Brakes 86 

High Speed Brake 97, 98 

Piston Travel 26, 27, 82 

Quick Action Failing 81 

Retaining Valves 28, 82, 83, 84, 95 

Releasing Brakes 8 8 

Setting Out a Car 86; 87 

Stopped oin a Grade 9 5 

Uncoupling Hose 96 

Undesired Quick Action 81 



PRESS OF THE TRI-STATES PUBLISHING CO. 
PORT JERVIS, N. Y.---1907. 



MY IC '«*^-^^ 



